1 Mr Darryl David asked the Coordinating Minister for National Security and Minister for Home Affairs regarding the 14 online social media posts which seemingly targeted the Indian community and undermined Singapore's multiculturalism (a) whether investigations have revealed the posts to be a coordinated and deliberate effort by any particular agency or organisation; and (b) if so, what action has been or will be taken against such agency or organisation.
2 Dr Neo Kok Beng asked the Coordinating Minister for National Security and Minister for Home Affairs in view of the Disabling Directions recently issued to block online posts targeting the Indian community (a) whether the Ministry will consider reviewing the current national framework and tools to counteract such external influences; and (b) what upcoming programmes or initiatives are being planned to equip residents with the competencies to discern such negative external influences, whether individually or through community efforts.
The Minister of State for Home Affairs (Mr Goh Pei Ming) (for the Coordinating Minister for National Security and Minister for Home Affairs): Mr Speaker, with your permission, my response will cover oral Question Nos 1 and 2 on today's Order Paper, and will also address a related question filed by Ms Hany Soh1 for a later Sitting. If the Member is satisfied with the response, she may wish to withdraw the question after this session.
\tMr Speaker: Please proceed.
Mr Goh Pei Ming: Thank you. There is currently no evidence to suggest that this is a coordinated campaign by any particular government or organisation. Investigations revealed that the content likely originated from a China-based platform, and was subsequently carried on other platforms and websites, including those in our local information space.
The posts attempted to sow discord by inciting ill-will against our Indian community and sought to undermine Singapore’s model of multiculturalism. The content was assessed to constitute to an offence of knowingly promoting feelings of enmity, hatred or ill-will between different groups on grounds of race and doing acts prejudicial to the maintenance of harmony in Singapore under section 298A(a) of the Penal Code. The Government has issued Disabling Directions under the Online Criminal Harms Act (OCHA) to block access by Singapore users to the 14 online social media posts.
In recent years, there has been an increase in artificial intelligence (AI)-enabled and inauthentic content on a range of topics which has seeped into Singapore’s online infospace. We monitor the infospace closely and will not hesitate to take measures if it is in Singapore’s interests.
The Government regularly reviews our laws to ensure that they are updated and fit for purpose to deal with the evolving landscape.
Aside from the legislative measures, building up a discerning and resilient populace against external influences is equally important. The Ministry of Defence drives National Education and Total Defence to build a shared understanding of Singapore's foundational values and principles to deepen our public's sense of identity and nationhood, and to strengthen awareness of and collective resolve against threats that may undermine social cohesion and resilience, including foreign interference. The SG101 website is a one-stop Government site that consolidates educational resources on foreign interference, as well as Singapore's positions on sensitive issues to help the public better understand our national positions and to stay resilient against attempts to divide us.
The National Library Board works to cultivate critical reading as a foundational skill and to engage the public through its Source, Understand, Research, and Evaluate (S.U.R.E) programme, and this equips our citizens with the skills to verify and fact-check online content.
In addition, we regularly conduct briefings, dialogues and workshops to raise awareness of foreign interference amongst groups including our public servants, national servicemen and students. The Ministry of Home Affairs also rolled out a campaign in 2025 on the use of deepfake videos, AI-generated content and other inauthentic online posts to influence overseas jurisdictions to alert Singaporeans to this threat. This effort will continue, so as to raise awareness of the role that our Singaporeans can play.
Ultimately, a discerning population is the most important defence against attempts to influence or divide our society. We urge Singaporeans to be discerning when consuming and disseminating information online, and to reject all attempts to divide our society.
We take a serious view of threats to our social cohesion and racial harmony, including external actors, and will act resolutely against them.
Mr Speaker: Mr David.
\tMr Darryl David (Ang Mo Kio): Mr Speaker, Sir, just have two supplementary questions. While it is heartening to know that there have been no evidence of external influence in this case, I would like to ask if the Government does indeed keep track of possible cases that fuel the possible coordinated efforts of organisations and agencies that may not be made so public and if so, are such cases on the rise?
The second question would be, if these cases show evidence also of the influence of state actors, what actions would our Government typically take?
\tMr Goh Pei Ming: I would like to thank the Member for his questions. Specifically, like I said in my response earlier, we have noticed an increase in the number of such posts, especially given the use of AI enabling the creation of such posts. So, we do see an increase and we do track very carefully every single case, including investigating whether there are possibly state actors behind the posts.
Some of this information, we may not find that it is suitable to release to the public, but we do look at every single case. We track the data over time to ensure that there is no coordinated campaign. More importantly, we will not hesitate to take action if there is a need to protect Singapore's interests.
Ultimately, we hold the view that any country out there would agree with us that we are just safeguarding our information space. And if we are interested in protecting our social cohesion – and we are – they will agree with us that such content is unacceptable and that the stance that we have taken is totally understandable.
Mr Speaker: Dr Neo.
\tDr Neo Kok Beng (Nominated Member): Mr Speaker, Sir, I thank the Minister of State for the reply. Our current framework of preventing external influences is primarily based on a couple of Acts or laws: the Foreign Interference (Countermeasures) Act (or FICA), the Protection from Online Falsehoods and Manipulation Act (POFMA) and also OCHA.
These are, in the view of our population, pretty much reactive in nature. I believe there are also proactive measures. The population looks at it as what we do after the events have happened. The question is, how effective are they and how do we measure this effectiveness? Is the Ministry exploring more preventive measures compared to these slightly more reactive measures? What are the programmes or initiatives that are preventive in nature and again, how effective are they? Specifically, how to educate or train or inoculate our residents from believing or disseminating such malicious influence?
\tMr Goh Pei Ming: Mr Speaker, allow me to reiterate my response to the Members' questions. The Government had to act decisively against these videos because they seek to undermine Singapore's cohesion, and they seek to attack our multi-racial society and attempt to divide us based on our race. Our societal harmony cannot be taken for granted because it has been painstakingly developed over decades and every community in Singapore is valued. Everyone has our equal place.
This diversity in Singapore's fabric is our greatest strength, but it requires deliberate and constant protection against division. These videos strike at the very foundation of what makes Singapore home for all of us. That is why the Government acted firmly against these videos, especially also because they originated from a foreign source. We must reject all attempts that seek to divide us.
The Member asked about proactiveness and effectiveness. He also mentioned that we do have various Acts in place. Yes, I would like to reiterate that the Government has various legislative levers, some more recently introduced, in place to deal with such threats. These include FICA, the Maintenance of Racial Harmony Act, POFMA, as well as OCHA. These are a range of levers that allow us to be able to act decisively should any such narrative or attempt to divide us arise.
I want to make the point that having these laws allows us to be very proactive, going upstream to demonstrate that we not only have the laws and that we are also willing to exercise these laws to protect our citizens and our social fabric before our racial harmony is affected. Our online directions under FICA were first issued or first used in July 2024. We have also used other various online directions under OCHA. They have been generally effective as the social media companies have worked with us and complied with the directions issued by the Government. Of course, we will from time to time continue to review the laws to ensure that they are fit for purpose, to continue to be proactive in this space.
In my main reply earlier, I have also listed various efforts in terms of public education. I would like to reiterate that a discerning public is the most effective tool to fight against such for interferences to split our society. Every incident that has happened is also a potential learning opportunity that we will use to educate our public to fight such division efforts.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":["1 : Question subsequently withdrawn: To ask the Coordinating Minister for National Security and Minister for Home Affairs (a) whether the Ministry has observed an increase in the number of online posts originating overseas targeting segments of Singapore’s community in the past three years; and (b) how can Singaporeans unite and have a whole-of-society approach to defend against such malevolent campaigns."],"footNoteQuestions":["1","2"],"questionNo":"1-2"},{"startPgNo":0,"endPgNo":0,"title":"Review of Speak Mandarin Campaign and Stance on Chinese Dialects","subTitle":null,"sectionType":"OA","content":"3 Mr Cai Yinzhou asked the Acting Minister for Culture, Community and Youth (a) what are the Speak Mandarin Campaign's current stated policy objectives; (b) whether the Ministry will review the campaign's continued application to locally screened dialect films, given that over-the-top and social media platforms do not carry the same restriction; and (c) whether the Ministry has assessed whether mandatory Mandarin dubbing of dialect films has any measurable effect on the campaign.
4 Ms Eileen Chong Pei Shan asked the Acting Minister for Culture, Community and Youth (a) whether the Ministry’s assessment of the effectiveness of the Speak Mandarin Campaign includes any indicators of the campaign’s impact on the use and transmission of Chinese dialects; and (b) if not, how does the Ministry track whether dialects remain in active use, in view of the position that dialects are part of Singapore’s cultural heritage.
5 Ms Eileen Chong Pei Shan asked the Acting Minister for Culture, Community and Youth (a) whether the Ministry has reviewed if the Speak Mandarin Campaign framing remains suited to today’s conditions; and (b) whether the Ministry will evolve its approach so that promoting Mandarin no longer comes at the expense of preserving Chinese dialects as heritage.
\tThe Acting Minister for Culture, Community and Youth (Mr David Neo): Mr Speaker, my response will address Question Nos 3 to 5 by Mr Cai Yinzhou and Ms Eileen Chong Pei Shan on the Speak Mandarin Campaign in today’s Order Paper.
Sir, Question Nos 6 to 12 on today's Order Paper addresses the use of dialects in films. The two sets of questions, while distinct, are related. So, may I seek your permission to allow the Ministry of Digital Development and Information (MDDI) to provide the answers to Question Nos 6 to 12, before the Ministry of Culture, Community and Youth, and MDDI address any supplementary questions that Members may have? Members may be better informed after hearing both sets of responses and that might give better clarity to our discussions.
\tMr Speaker: Yes, you may. Please proceed.
Mr David Neo: The Speak Mandarin Campaign was launched in 1979. By promoting a common language across the Chinese community, it helps Chinese Singaporeans from different dialect backgrounds to communicate with one another and it preserves access to the Chinese culture through Mandarin, rather than through separate dialects.
By simplifying the linguistic environment, it also gives our bilingual policy the best chance to succeed. These objectives remain valid today.
The Promote Mandarin Council, which comprises distinguished private and public individuals across all different sectors who are volunteers, regularly reviews the campaign to keep its framing, approach and objectives relevant and meaningful in Singapore's multicultural context. It is important to do so as the language environment continues to evolve.
Singapore families are using English more at home and much as our young want to be better at Mandarin, the opportunities to do so may be insufficient. So, hence the campaign has evolved from promoting Mandarin as a common language, to strengthening their appreciation for our Singapore Chinese cultural identity and making the learning of Mandarin fun and enjoyable. Its current tag line, \"讲华语，我也可以\"，or \"Speak Mandarin? Yes, I can\", encourages everyone to learn Mandarin even as English becomes more dominant in daily life.
In education, the Ministry of Social and Family Development and the Ministry of Education are setting aside more curriculum time to expose young Chinese students to Mandarin. For older students, we provide opportunities to those with the aptitude and interest to develop into bicultural talents. It is a challenging task and our Chinese teachers are working very hard. We will continue to do our best to continue to uphold the bilingual policy.
As the use of English continues to displace mother tongues, the use of dialects in Singapore, has continued to decline. We increasingly see dialect artistic materials, not as competing against the use of Mandarin, but as part of our heritage and cultural practices that deepen Singaporeans' appreciation of our cultural heritage. Hence, the National Arts Council supports arts groups that practises traditional forms of dialect cultures such as the Siong Leng Musical Association, which preserves Nanyin and Nam Hwa Opera, the Teochew opera group. The National Heritage Board recognises and supports practitioners and groups that transmit Chinese dialect culture. Clan associations, such as the Singapore Hokkien Huay Kuan or the Teochew Poit Ip Huay Kuan and Hainan Hwee Kuan also conduct regular dialect classes for interested Singaporeans.
Our linguistic diversity and heritage are distinctive parts of Singapore Chinese culture. The Government welcomes ideas to preserve dialect cultures while upholding the importance of Mandarin. We will continue to take in feedback and we will work with the community to consider carefully what further steps are appropriate to support and to promote our distinctive Singapore Chinese culture within our multicultural society.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Proposal to Review Decision for \"Dear You\" Film to be Dubbed in Mandarin for General Commercial Release","subTitle":null,"sectionType":"OA","content":"6 Ms Valerie Lee asked the Minister for Digital Development and Information (a) what considerations led to the original decision to permit limited screenings of the film “Dear You” in its original Teochew version rather than subtitled wider screenings; and (b) what factors will guide the Ministry’s more flexible approach towards permitting future dialect film screenings.
7 Mr Gerald Giam Yean Song asked the Minister for Digital Development and Information (a) whether the Ministry will review the Film Classification Guidelines to allow Chinese dialect films, including the film “Dear You,” to have a general commercial release with their original audio instead of restricting them to niche screenings; (b) why foreign language films face no equivalent linguistic audio restrictions; and (c) whether the historical rationale for mandatory Mandarin dubbing remains relevant to Singapore.
8 Mr Kenneth Tiong Boon Kiat asked the Minister for Digital Development and Information (a) whether the Ministry will abolish the guideline that Chinese films for general release be in Mandarin and allow dialect films on general release in their original dialect with subtitles; and (b) whether the Speak Mandarin Campaign rationale for the guideline still applies, given that dialect use at home has fallen below 12%.
9 Mr Dennis Tan Lip Fong asked the Minister for Digital Development and Information (a) whether the framework for classifying dialect language films for general release includes any assessment of Intangible Cultural Heritage value; and (b) if not, whether the Ministry will work with the National Heritage Board to incorporate such an assessment.
10 Mr Cai Yinzhou asked the Minister for Digital Development and Information (a) what factors are taken into account in Infocomm Media Development Authority's (IMDA) decision for the film \"Dear You\" to be dubbed in Mandarin for general screening instead of the original Teochew version; (b) whether heritage and cultural preservation value formed part of the assessment; and (c) whether IMDA will consider giving greater weight to heritage and cultural preservation value in future assessments.
11 Dr Neo Kok Beng asked the Minister for Digital Development and Information whether the Ministry will consider reviewing its policy to liberalise or abolish its language requirements with respect to Chinese dialects for media such as films and theatre, since the bilingual policy has reduced the use of dialects to less than 0.8% of Chinese households.
12 Mr Liang Eng Hwa asked the Minister for Digital Development and Information (a) what is the percentage of households that primarily speak Chinese dialects at home today as compared to 1979 when the Speak Mandarin Campaign was launched; (b) whether the Government sees the need to review the relevance of the Chinese dialect policy in its current form; and (c) if so, what considerations will be taken into account in any such review.
\tMr Speaker: Senior Minister of State Tan, you will be taking Question Nos 6 to 12?
\tThe Senior Minister of State for Digital Development and Information (Mr Tan Kiat How) (for the Minister for Digital Development and Information): Yes, Sir.
\tMr Speaker: Please proceed.
\tMr Tan Kiat How: Mr Speaker, my response will cover the questions raised by Mr Cai Yinzhou, Mr Gerald Giam, Mr Kenneth Tiong, Mr Saktiandi Supaat, Mr Dennis Tan, Ms Valerie Lee, Mr Liang Eng Hwa and Dr Neo Kok Beng in today's Order Paper, as well as related questions by Mr Darryl David1 and Ms Mariam Jaafar2 for subsequent Sittings. If Members are satisfied with the response, they may wish to withdraw their questions after this session.
Guidelines on language use in media are implemented by the Infocomm Media Development Authority (IMDA). They support the Government's longstanding policy to promote Mandarin as one of four official languages and have generally served us well. However, as noted in the Ministry of Culture, Community and Youth's (MCCY's) earlier reply today, Singapore's language environment has evolved. Recognising this, in implementing the guidelines, IMDA has exercised greater flexibility to allow more dialect content in films.
Each year, around 30 to 40 dialect films are screened at film festivals. At the same time, IMDA has allowed unrestricted screenings of films with substantial use of dialect, such as \"881\", \"Long Long Time Ago\" and \"Wonderland\". For the film \"Dear You\", IMDA has approved a total of 272 screenings of the Teochew version and is prepared to approve additional screenings should the film distributor request them in response to audience demand.
Beyond these implementation changes, several Members have called for the guidelines themselves to be reviewed. We recognise that the circumstances have changed since the guidelines were first introduced. There is, therefore, scope to consider how we can expand the space for dialects, while continuing to uphold the importance of Mandarin. In doing so, we should also take into account the different media platforms. For example, there are no dialect restrictions for arts performances or content available on the Internet and online streaming services. On free-to-air television and radio, we believe that Mandarin should continue to be the mainstay. For cinemas, we are prepared to allow more screenings of dialect-language films, so as to provide audiences with greater access to such content. We appreciate the feedback from Members and will carefully consider what further steps are appropriate.
\tMr Speaker: Mr Cai Yinzhou.
\tMr Cai Yinzhou (Bishan-Toa Payoh): Thank you, Speaker. I would like to declare my interest as Advisor to Chinatown Heritage Centre, an attraction referencing 1950s' Singapore, with our exhibits featuring dialect content. \"Parasite\" sparked conversations on inequality. \"How to Make Millions before Grandma Dies\" spurred end-of-life conversations. \"Dear You\" has renewed interest in the sacrifices of our forefathers and personal heritage. Locally, \"Parasite\" screened close to 12,000 sessions. \"How to Make Millions before Grandma Dies\" around 5,000. \"Dear You\", in Mandarin, 2,570; while its Teochew version, the original, a mere 126 public screenings as of early-July.
My first question to the Ministry of Digital Development and Information (MDDI) is, today, cinema is the only mainstream medium in Singapore where Chinese dialect content is restricted. Over-the-top (OTT) streaming on social media platforms and YouTube all already carry dialect content without equivalent restrictions. Should cinema remain subject to the campaign's dialect restriction rationale?
There is also a commercial case, our cinema operators have been under real pressure. \"Dear You\" shows that original dialect programming can be an asset, not a niche indulgence. \"Dear You\" has drawn families off their sofas and back into theatres, together across generations, including older Singaporeans, who, otherwise, might not step into a cinema at all. Would the Ministry go further in the review to consider removing this default restriction? In Mandarin, please.
(In Mandarin): [Please refer to Vernacular Speech.] As the saying goes, \"The master leads you through the door, but the practice is yours to pursue.\" Yet dialect arts face a more fundamental problem today – the masters are growing old and no young people are walking through that door. Dialect artists are gradually passing on, with no one to carry the torch, and the flame risks being extinguished. What concrete plans does the MCCY have to support the preservation of dialect arts and ensure that they continue to thrive in Singapore?
Mandarin is the bridge that connects us in society. Dialect is what connects us, heart to heart, with our grandparents at home.
\tMr Tan Kiat How: Sir, I thank the Member for his clarifications on the review of the use of dialect in cinema and films. As I have explained in my reply, we are getting feedback from different parties – industry stakeholders and community partners. We appreciate and welcome the conversations that have arisen from the \"Dear You\" screening.
Actually, just yesterday, I had a screening in my constituency for my residents – one theatre in Teochew, one theatre in Mandarin. I went by, spoke to my residents before my Meet-the-People Session.
It was very interesting. For the Teochew hall, almost all seniors, maybe some of the middle-aged people, like me, were there. Some were there because they wanted to hear the original Teochew dialect, some had watched the Mandarin one and wanted to hear the Teochew one. When I went to the Mandarin hall, it was very interesting. Some had actually watched the Teochew one and wanted to watch the Mandarin one because they could not quite understand the Teochew dialect, especially for non-Teochew speaking or non-native-Teochew speaking individuals.
But in addition to seniors, I was very pleasantly surprised to see many young people – children, secondary school, even primary school. They were there, accompanying their grandparents, parents and it was very good to see that it was a family affair. The young people, when I spoke to them, wanted to understand more about the environment in which their great-grandparents or grandparents had lived through in the early days of Independence.
The Member talked about screening of the original Teochew dialect of the film being popular. We have said that we will provide flexibility and we will continue to provide flexibility, in fact, the number that the Member cited has been updated in my reply, I said, 272, if the Member listened carefully just now. The film distributor knows that we will continue to provide flexibility.
So, in practice, if the film distributor feels that audience demand is there for the Teochew original film, we will provide flexibility. But more importantly, having a Mandarin version creates a bigger access to many more audiences in Singapore. Not just those who are speaking the dialect, especially our young people. So, there is value in having a Mandarin version of the film, in addition to being aligned with our broader language policy.
The Member mentioned OTT platforms, Internet streaming for example. Different platforms have, historically, been regulated differently based on different reach of audiences. Cinemas, being a public-regulated exhibition space in Singapore, ought to be seen closer to mainstream media. Having said that, as I have explained in my reply, we appreciate that the language environment has changed and we are prepared to see how we can expand access to dialect movies as we undertake our review.
Sir, I would just add that, over the years, it is not as if our guidelines have been static. We have been updating it, refining it, adapting them – for example, providing more flexibility of dialect use in films and in some of the mainstream radio stations and television channels. So, our policy, whilst remaining true to the policy intent of the larger language policy in Singapore, the implementation of it has evolved, has been flexible, pragmatic, taking into consideration the language environment. I mentioned earlier in my reply, some of the local movies, like \"881\", have substantive dialect content in the film. We look at the historical context, the heritage value and if it reflects Singapore stories. IMDA has taken a flexible, pragmatic approach and we will continue to do so.
\tMr Speaker: Ms Eileen Chong. Sorry, Minister David Neo.
\tThe Acting Minister for Culture, Community and Youth (Mr David Neo): Mr Speaker, to answer the Mandarin portion of the Member's question and in the spirit of the Speak Mandarin Campaign, if you would allow me to take this supplementary question in Mandarin.
(In Mandarin): [Please refer to Vernacular Speech.] Chinese dialect art forms are an important part of the traditional arts. Over the years, the National Arts Council (NAC) has nurtured and supported Chinese dialect art forms through funding arts groups and help them engage audiences. For instance, NAC funds the Traditional Arts Centre (Singapore), which encourages the younger generation to engage with Chinese opera in different dialects.
NAC also invests in the next generation of dialect art form practitioners through scholarships. For example, NAC supported Tan Wei Tian, a young Chinese Opera artist, who has performed with Nam Hwa Opera from a young age, to pursue a Bachelor’s in Chinese Opera Performing at the Shanghai Theatre Academy in China in 2024.
Last year, NAC and Singapore Chinese Cultural Centre co-presented the inaugural Chinese Opera Festival, featuring five local troupes performing across different opera styles. In 2025 alone, NAC funded 10 productions, spanning Hokkien, Teochew, Cantonese and Hainanese opera. In addition, several productions of Chinese dialect art forms are on SG Culture Pass, connecting Singaporeans to our distinctive heritage and culture.
We will continue to expand the space for our Chinese dialect art forms and nurture the next generation of practitioners.
\tMr Speaker: I see quite a few hands, and we do have around 130 Parliamentary Questions. I would like to get as many questions as possible answered.
Just now, Mr Cai, I must say that the asking of your supplementary question was a bit too long. You went a little bit into a mini-speech and I almost stopped you. But it is a good negative example of what I hope not to see going forward. Ms Eileen Chong.
\tMs Eileen Chong Pei Shan (Non-Constituency Member): Thank you, Mr Speaker. I am very heartened to hear Senior Minister of State Tan confirm that IMDA is indeed looking to expand space for dialects while upholding Mandarin. I am also very heartened to hear Minister Neo then respond to this by saying that dialects are no longer seen in competition with Mandarin. In fact, they play a role in deepening cultural appreciation of our Chinese heritage.
I would like to echo the Promote Mandarin Council's position that we do not need to pick sides between Mandarin and dialects. So, I would like to ask whether MCCY will be working with IMDA to review the relevance of the policy, which still requires permission for us to screen dialect films. Instead of trying to see where we can exercise more flexibility, why not consider offering the freedom of simply just screening these dialect films? Because if dialect is always the one that requires permission, then have we not already chosen a side?
Mr David Neo: Mr Speaker, I thank the Member for her support. As I explained earlier, MCCY and MDDI are open to ideas about how can we preserve dialect cultures while upholding the importance of Mandarin, and we will continue to take in all the feedback and consider carefully the appropriate next steps on how to do this well.
\tMr Speaker: Mr Dennis Tan.
\tMr Dennis Tan Lip Fong (Hougang): Thank you, Mr Speaker. I have raised issues relating to the preservation and use of dialects in this House several times in the past, including requests to lift the broadcast ban. Indeed, I am heartened to hear the Ministers speaking on this.
In my view, the main competitor to Mandarin today is not dialect, but English. I would like to ask the Government: given that the media is the primary vehicle for youth cultural engagement, whether either Ministry agrees to review the lifting of the 1981 dialect broadcast restrictions to allow meaningful dialect-rich content that connects young Singaporeans to their grandparents, to their family and importantly, to their cultural heritage?
And I say this, as I said before, we are reaching a tipping point with an ageing population, younger generation with limited exposure to dialects. And once this culture and heritage die off, there is no way of rebuilding. I would therefore like to ask the Government to really consider putting more effort to work with the clans and other civic groups to promote our dialect heritage.
And a question for Senior Minister of State Tan. I do not think you have addressed my Parliamentary Question directly. I would like to ask relating to my Parliamentary Question, a supplementary question: will the Ministry consider establishing a standing institutional arrangement between IMDA and the National Heritage Board (NHB), with regard to a consultation on the heritage aspects for dialect films?
\tMr Tan Kiat How: Sir, I can take the Member's question first, about the institutional arrangement. IMDA works very closely with different Government agencies including the NHB. In fact, we work closely on films, the classification of films. So, there is no need for an explicit institution arrangement as they are already doing so.
More importantly, I think the Member's earlier point was whether we consider heritage, artistic merit and the context in which dialects are used in film. And I would like to reply in the affirmative. As I explained earlier in my reply, and I gave some examples of some of the locally made firms like \"881\", \"Long Long Time Ago\" and many others. We do consider the context in which the dialect is used in the film – whether it is appropriate, reflects the cultural context of the movie of that time. For example, \"881\" was telling the story about the getai culture and some of the nuances of it, the texture of it, requires dialect to be used. So, we do take these into consideration. I want to assure the Member that we do so.
Mr Speaker: Ms Valerie Lee.
\tMs Valerie Lee (Pasir Ris-Changi): I have two supplementary questions, one for MCCY. With fewer Singaporeans speaking dialects, the rich heritage tied to these dialects risk being lost. What steps is MCCY taking to ensure that Chinese-dialect cultures are being systematically documented, preserved and transmitted, particularly to younger Singaporeans?
The second supplementary question is for MDDI. Will the Ministry publish clearer guidelines incorporating the said flexibility for dialect general screenings and share them in advance, so that film distributors will know what criteria will apply to these films?
\tMr David Neo: Mr Speaker, I thank the Member for her questions. Chinese dialect cultures are an integral part of our distinctive Singapore Chinese culture. When it comes to documentation, the NHB works very closely with heritage practitioners, clan associations and all who are keen, and they fund them as well, to research and to document our dialects and cultural heritage.
One example is the Singapore Amoy Association, which recently published a book on the essays about the Hokkien culture in Singapore. Another example is Singapore Chinese Cultural Centre's Culturepaedia. That is a repository on Singapore Chinese culture and it has documented specific expects of the Chinese dialect cultures, with articles ranging from languages, all the way to music.
When it comes to transmission and education, we also safeguard and we expand the space for our dialect cultures through initiatives such as the Stewards of Intangible Cultural Heritage Award. I think the Member was with me last year at these awards. These awards are to recognise individuals and organisations who take on the strong role in promoting dialects within our context. I am also very glad to note that one of the winners of the youth award is Mr Adrian Ong, who practises and promotes Hokkien string and glove puppetry.
We will continue to work with all our clan associations, heritage practitioners and all who are keen to document and to expand the space for our Singapore Chinese dialect culture.
Mr Speaker: Mr Gerald Giam.
\tMr Gerald Giam Yean Song (Aljunied): Thank you, Mr Speaker. The focus of my supplementary question will be on the film classification guidelines, which currently state that, quote, \"Chinese films meant for theatrical release should generally be in Mandarin, in line with the Speak Mandarin Campaign. Films with dialect content are allowed on a case-by-case basis.\"
For the past 40 years or so, has the Speak Mandarin Campaign not been geared more towards encouraging English-speaking Chinese Singaporeans to speak Mandarin, instead of changing the language speaking habits of dialect-speaking Singaporeans? If so, why do the film classification guidelines still hold on to the past focus of this campaign by restricting the screenings of dialect films in Singapore?
And be that as it may, can case-by-case basis in the guidelines be interpreted as allowing certain dialect films a general commercial release, without restrictions on the number of screenings?
\tMr Tan Kiat How: Sir, let me take a step back and answer Mr Giam's question. As earlier articulated by the Minister for MCCY on the broader language policy, Mandarin is one of the four official languages in Singapore and is the mainstay. The historical context of the Speak Mandarin Campaign is about promoting the use of Mandarin. At that point in time, the language environment was different. And because it succeeded, that is why the language environment today is different. Our young people are proficient, competent with English and many with Mandarin as well. So, it is a success.
The policy's objectives remain because they are important, as articulated by MCCY earlier. But our implementation of the guidelines, of the regulations have evolved with the changing language environment. And I gave many examples earlier. Today's conversation or debate here in Parliament around \"Dear You\" is a step in that direction.
As I have said earlier, we welcome views from stakeholders, industry members, community partners, people who are enthusiastic about the dialect culture, enthusiastic about on trying to understand the roots, their identity, including the younger ones.
We welcome it as part of a conversation. And as part of this conversation, we are reviewing our current film classification framework with respect to the use of dialect in films. We will take some time to do so because it is an evolution, it is a thoughtful approach, speaking to people, making adjustments, not abrupt changes, like all good policies are.
So, I want to assure Mr Giam that for \"Dear You\", we have given flexibility. The film distributor knows that we are giving him flexibility. I had earlier mentioned, we approved another 100 screenings today, that brings up the number of screenings to 272. If there is more demand, we will discuss it with the film distributor and see how we can provide additional flexibility. But we will take a review as it comes along and it is certainly something for which we will speak to all members, industry partners, community partners about, and take their views on board.
Mr Speaker: Mr Saktiandi Supaat.
\tMr Saktiandi Supaat (Bishan-Toa Payoh): I have two supplementary questions. For my Parliamentary Questions that the Senior Minister of State answered earlier, I thank him for answering them because those are questions that my dialect-speaking seniors in Toa Payoh East and their families have raised to me.
My first supplementary question is: as Singapore's population ages, does the Government regard original language Chinese dialect films as supporting active ageing, social inclusion and in particular, inter-generational bonding? If so, how is this reflected in IMDA's policy?
The second supplementary question is: has IMDA assessed audience demand for original language Chinese dialect films, particularly among seniors and younger Singaporeans, and if not, will such an assessment inform any future policy review?
\tMr Tan Kiat How: Sir, I thank the Member for his two supplementary questions. Firstly, I must say I empathise with his Toa Payoh East residents. In Bedok, we have one of the oldest estates and many seniors, and of course, they hold dialect and engagement with dialect as a very core part of their identity, their life experiences.
I must add that beyond just films and cinema, there are many other venues for which seniors and those who are not so old, the younger ones, to engage with the dialect culture. Clan associations, programmes, different streaming applications or even activities in the community. So, it is not just isolated or confined to films.
As I mentioned earlier in my reply, when I visited the theatre that screened the Mandarin version of the \"Dear You\" show, there were actually more young people, more inter-generational engagements – because the grandchildren, the children came together with their parents and grandparents. And because it was in Mandarin, it was more accessible to younger people.
When we talk about inter-generational cohesion, engagement, it really goes beyond just language. It is about creating the shared experiences and a space which these conversations and dialogues happen.
So, we will certainly consider the different inputs as part of the review. But rest assured, to the Member, that there are many other options and venues for seniors or younger ones to get engaged with the dialect culture.
Mr Speaker: Mr Kenneth Tiong.
\tMr Kenneth Tiong Boon Kiat (Aljunied): (In Mandarin): [Please refer to Vernacular Speech.] Thank you, Mr Speaker. Last month, I spoke with Teochew residents in my constituency and they asked me, (In Teochew): \"Zuo-ni buay sai toi teochew hee?\" (做呢唔使睇潮州戏?\") Which means: why can we not watch Teochew movies?
Mr Speaker, I have three questions.
First, a simple one: which version did the Ministers themselves watch? The Mandarin version or the Teochew version?
Second, I would like to ask the Minister to clarify the objective behind this rule. Is the Government's goal to promote Mandarin, or to restrict dialects? These are two different things. If the goal is simply to promote Mandarin, will the Government review all measures that exist purely to restrict dialects, including those relating to film and broadcasting, and remove restrictions that are no longer necessary?
Third, dialect courses run by clan associations are currently open only to members of the respective dialect group. Will the Government consider expanding eligibility to a wider audience?
Mr Speaker: Who wants to go first? Acting Minister David Neo.
\tMr David Neo: (In Mandarin): First of all, we Ministers have no time to watch movies. [Laughter.]
(In English): But to the Member's question about the Hokkien and dialect classes, I think we work with the clan associations all the time and they are very interested in promoting their dialects, as well as all our own respective cultures, because like I said, they contribute very distinctively towards our Singapore Chinese culture. And if there is a demand, I think they will be more than happy to extend their classes to more people.
\tMr Tan Kiat How: Sir, I thank the Member for his supplementary questions in Mandarin, please allow me to reply in Mandarin as well.
(In Mandarin): [Please refer to Vernacular Speech.] Just now I spoke about measures regarding the screening of dialect films in my English speech. Here is a summary in Mandarin.
This film has been deeply moving and has resonated with local audiences. The Teochew spoken by the characters has struck a chord with many people, especially our grandparents' generation. The film has also sparked broader conversations among Singaporeans about the restrictions on screening dialect films. We have listened to various views and are grateful for the feedback received.
In fact, as Singapore's linguistic landscape has evolved, the Government has from time to time reviewed its approach to dialect films, adjusting to meet demand and allowing for greater dialect content in films where appropriate. We will continue to listen to public feedback and give serious consideration to whether restrictions can be further relaxed, so as to increase the number of screenings of dialect films and give local audiences more opportunities to access and appreciate them.
Mr Speaker: Last supplementary question. Mr Liang Eng Hwa.
\tMr Liang Eng Hwa (Bukit Panjang): Sir, in Mandarin, please.
(In Mandarin): [Please refer to Vernacular Speech.] I would like to thank IMDA for its flexibility in allowing the filming of \"Dear You\" in the Teochew dialect, and for approving additional screenings to meet public demand. The film's reception reflects a genuine desire among many Singaporeans to connect with their cultural heritage through dialect movies. I am, therefore, very glad to hear that the Government intends to continue with this approach.
I would like to ask a further question: will IMDA consider adopting a more open and transparent approach when it comes to dialect films going forward?
\t
\t
\tMr Tan Kiat How: Sir, allow me to also reply in Mandarin.
\tMr Speaker: 继续吧. (In English): Please continue.
\tMr Tan Kiat How: (In Mandarin): [Please refer to Vernacular Speech.] Thank you, Mr Speaker. Earlier I spoke about the policy objective of the Speak Mandarin Campaign, and we have remained consistent and united on this objective over the years. The question is our measures – how might we show some flexibility when it comes to movie screenings?
In fact, we have always maintained a practical and flexible approach. As I mentioned in my replies to other Members, we have our own local productions such as \"881\", which contain substantial dialect content, and we have been able to adopt a flexible approach in allowing them to be screened.
\"Dear You\" has generated a warm response among many of us. We will continue to approach such films with a flexible attitude. If demand grows, we can allow more screenings of Teochew dialect films. I would like to reassure Mr Liang that we will look at these films in a very pragmatic manner.
But what is equally important is that we do not lose sight of our original objective – and that objective is to promote the speaking of Mandarin.
\tMr Speaker: Last supplementary question. Dr Neo Kok Beng.
\tDr Neo Kok Beng (Nominated Member): (In Mandarin): [Please refer to Vernacular Speech.] Thank you very much, Mr Speaker. We have all been talking about movies, but I would like to take a moment to talk about radio stations. As our society ages, seniors naturally want to listen to songs from a bygone era. The problem, however, is that they are currently unable to listen to dialect songs due to existing restrictions.
I wonder whether we might consider designating one of our six radio stations to play songs from the olden days – perhaps with around 50% in Mandarin and the remaining 50% in dialects. In this way, we can better look after our seniors by allowing them to enjoy their favourite songs in their leisure time. I must confess, though, that I am not much of a listener myself.
\tMr Tan Kiat How: Sir, in respect to the Mandarin supplementary question, let me also try to address it in Mandarin.
(In Mandarin): [Please refer to Vernacular Speech.] What Members discussed earlier encompassed not just movies, but television and radio stations as well. We feel that Mandarin should remain the mainstream language. The primary purpose of the Speak Mandarin Campaign is, after all, to encourage the speaking of Mandarin.
Over the past few decades, the entire linguistic landscape has changed significantly.
When I was a child, it was very difficult for me to learn Mandarin, because the various Chinese dialects share certain similarities in pronunciation with Mandarin that can create confusion. When I was at The Chinese High School, I had classmates who came from Malaysia. They had attended primary school there and later came to do secondary school in Singapore. They could write Chinese well, but when they tried to speak Mandarin, their pronunciation was not standard due to the influence of Cantonese.
Our television and radio stations should not lose sight of their original purpose and must keep Mandarin as the mainstream language. That said, there is some flexibility. On Channel 8, for instance, there is a designated morning slot for dialect broadcasts, particularly for the news. Similarly, at 10.30 am, 11.30 am and 12.30 pm, dialect news broadcasts are available on a radio station to cater to the needs of our seniors.
We do want seniors to have avenues to stay informed about what is happening in the world around them, hence the flexibility. More importantly, we have taken note of the warm reception that \"Dear You\" has received from our people, and we will look into this film policy further.
\t
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":["1 : Question subsequently withdrawn: To ask the Minister for Digital Development and Information (a) whether the Ministry will review current film guidelines to allow general screenings of Chinese dialect films in their original dialect as opposed to being dubbed in Mandarin; and (b) whether the policy requiring Mandarin dubbing for such films remains relevant in the current media landscape.","2 : Question subsequently withdrawn: To ask the Minister for Digital Development and Information whether the Government intends to develop a clearer policy framework on the commercial exhibition of dialect-language films, following the decision to allow additional Teochew-language screenings of “Dear You”."],"footNoteQuestions":["6","7","8","9","10","11","12"],"questionNo":"6-12"},{"startPgNo":0,"endPgNo":0,"title":"Addressing Gaps Identified in Financial Action Task Force's Recent Assessment of Singapore","subTitle":null,"sectionType":"OA","content":"13 Mr Chua Kheng Wee Louis asked the Minister for Law in view of the Paris-based Financial Action Task Force’s assessment that Singapore is partially compliant in implementing technical requirements on transparency and beneficial ownership of legal persons and legal arrangements, how is the Government planning to address gaps in relation to verification requirements and the accuracy of beneficial ownership information.
14 Mr Chua Kheng Wee Louis asked the Minister for Law in view of the findings of the Mutual Evaluation Report of Singapore published in May 2026 by the Paris-based Financial Action Task Force, what steps will be taken to (i) reduce delays in addressing mutual legal assistance requests (ii) increase the use of formal and informal cooperation channels in transnational crime investigations and (iii) accelerate asset recovery efforts from abroad.
\tThe Senior Minister of State for Law (Mr Murali Pillai) (for the Minister for Law): Mr Speaker, may I have your permission to take Question Nos 13 and 14 in the name of the hon Member, Mr Louis Chua, together?
\tMr Speaker: Please proceed.
\tMr Murali Pillai: Sir, my response will also cover matters raised in the related oral questions, as well as written questions, all filed by the hon Member, Ms Sylvia Lim1, 2, for a subsequent Sitting. The hon Member may wish to withdraw her Parliamentary Questions (PQs) if her queries are answered in today's Sitting.
Sir, these questions pertain to the Financial Action Task Force (FATF) Mutual Evaluation Report of Singapore 2026 and span matters within the purview of the Ministry of Law (MinLaw), Ministry of Finance (MOF), Ministry of Home Affairs (MHA) and the Monetary Authority of Singapore (MAS).
In the event that there are any supplementary questions that pertain to MOF, MHA and MAS, Sir, I seek your permission for such supplementary questions to be answered by the Ministers overseeing those Ministries and agency.
\tMr Speaker: Alright, please go ahead.
\tMr Murali Pillai: Thank you, Speaker. Sir, the FATF is the global body that leads action to tackle risks associated with money laundering, terrorism financing and proliferation financing (ML/TF/PF). Members periodically undergo a peer assessment, known as a \"Mutual Evaluation\" (ME), of their level of compliance with the FATF Standards and effectiveness of their anti money laundering, countering of terrorism financing (AML/CFT) and countering proliferation financing framework.
Singapore was one of the first countries and the first international financial centre assessed in this fifth round of the FATF MEs. As with other international financial centres, business and trading hubs, Singapore is inherently exposed to transnational ML/TF/PF risks and is expected to maintain strong defences against them. Since the last round of MEs, higher standards have also been introduced by the FATF.
Against this context, Singapore performed credibly and achieved better overall results than we did in the fourth round. In recognition of this, the FATF has placed Singapore on regular follow-up, which is the category for countries that have been assessed to have performed well.
Every FATF ME report, for every country, identifies both strengths and recommendations for further enhancements. Where the FATF has made recommendations to strengthen certain aspects of our framework, the Government will carefully study them. We will develop action plans that are risk-proportionate and suited to Singapore's context, ensuring that our financial and business ecosystem continues to grow in a trusted environment and create good jobs for Singaporeans.
With that, let me now cover the four areas raised in the PQs.
On international cooperation, the FATF found Singapore provides timely, quality and constructive assistance to our foreign counterparts. Straightforward requests are executed in as little as three days, while complex requests are executed within an average of about 10 weeks. We note the feedback that some requests have taken a longer time to execute. This is often because further factual clarification is required or our legal requirements are not met.
We will continue to strengthen our cooperation with foreign counterparts, including better explaining our requirements for assistance. This covers cooperation channels and asset recovery as well.
Moving on to Beneficial Ownership (BO). Regarding BO transparency, the FATF does not prescribe a singular approach for BO transparency. Rather, each jurisdiction is expected to adopt measures appropriate to its own risks and context. The FATF then assesses whether a jurisdiction has an effective framework to ensure that accurate BO information is available to the competent authorities in a timely manner when needed.
Against this standard, the FATF acknowledged that Singapore has taken significant steps to prevent the misuse of legal persons and legal arrangements.
First, we have a central BO registry for all companies and Limited Liability Partnerships. They are required to verify the BO information periodically, while corporate service providers are also required to check on the BO of their clients as part of customer due diligence. The information is further validated through risk-based audits by the Accounting and Corporate Regulatory Authority.
This is supplemented by the ownership information captured by public agencies. For instance, for landed residential properties, the Singapore Land Authority will conduct checks on the identity and the citizenship of the ultimate beneficial owner. Thus, the identity of the ultimate beneficial owner of any trust, which seeks to purchase landed residential properties, will have to be disclosed to the Government.
Second, AML/CFT-obligated entities, such as banks, are required to conduct customer due diligence checks when dealing with their customers, which include unregistered foreign companies and trusts. Checks include verifying BO information, including the ultimate beneficial owner, and reporting suspicious activities.
Third, BO information obtained by AML/CFT obligated entities is readily available to law enforcement agencies in a timely manner.
These measures have enabled Singapore to establish an effective BO regime that supports investigations and enforcement. Nevertheless, we will carefully study the FATF's recommendations and consider whether further enhancements will be needed to strengthen our framework, while remaining appropriate for Singapore's risk profile.
Let me now turn to the matter of financial penalties against financial institutions (FIs) and virtual asset service providers (VASPs). The FATF has acknowledged Singapore's stepped-up sanctions against FIs and VASPs for AML/CFT purposes. For example, the maximum financial penalties imposed on FIs and VASPs increased from $800,000 in the previous ME to $5.8 million this round.
Beyond financial penalties, we have taken other firm measures against FIs and VASPs, including the revocation of licences in egregious cases and holding responsible individuals accountable for lapses. These actions are also published for deterrence and to increase industry awareness. MAS closely monitors the implementation and completion of FIs and VASPs' remedial measures. Our overall approach is effective and has led to positive behavioural changes in the industry, such as stronger compliance culture amongst FIs and VASPs and improvements in AML/CFT controls. These improvements have been acknowledged by the FATF.
The FATF has recommended us to review the dissuasiveness and proportionality of our financial penalties. We will consider the recommendation, bearing in mind the specific details of each individual case and the range of enforcement levers available.
\tMoving to countering proliferation financing. Countering PF and proliferation of weapons of mass destruction has been a key area of focus for Singapore. The FATF has found that Singapore has a robust countering proliferation financing legal framework, and strong coordination and cooperation among Singapore authorities. Singapore’s FIs, such as banks and VASPs, have a good understanding of their countering proliferation financing obligations and implemented risk-based mitigation measures.
The FATF has recommended a deepening of our PF risk understanding and strengthening the risk mitigation measures, particularly for the higher-risk sectors. We will continue to improve our risk understanding as PF risks change and evolve. We will also step up engagements with non-AML/CFT obligated entities to raise awareness.
In conclusion, Singapore has performed credibly in this latest round of MEs and has been placed in the same category as countries that have been assessed to have performed well. Where the FATF has made recommendations to strengthen certain aspects of our framework, the Government will carefully study them and develop action plans that are risk-proportionate and suited to Singapore's context.
Mr Speaker: Mr Louis Chua.
\tMr Chua Kheng Wee Louis (Sengkang): Thank you, Speaker. Allow me to first declare that I work in an FI. Two supplementary questions for the Senior Minister of State. The first is on BO based on the FATF report, where information for Variable Capital Companies and unregistered foreign companies is not available in a timely manner or at all in certain cases. And hence, my question is will the central register's coverage be extended to these entities? And if so, any timeline for doing so?
And the second question is in relation to the FATF report on the point that Singapore makes four times fewer Mutual Legal Assistance (MLA) requests than it receives, despite acknowledging that its primary risks lie abroad and that Singapore has sent a very modest number of MLAs to recover assets. So, my question is how does the Ministry intend to increase the use of MLAs or whether it is other formal or informal forms of cooperation channels, especially when it relates to scams? As we all know, if we look at 2025, $913 million was lost to scams and only about 15% of it was recovered, given that most of it originated from overseas, and when the funds go overseas, it is quite difficult for us to recover.
\tMr Murali Pillai: Sir, I am obliged to the hon Member Mr Louis Chua for his two supplementary questions. I will take the first supplementary question. For the second supplementary question, as it deals with enforcement measures, I will defer to the political appointment holder dealing with MHA matters.
On the first one, our operational experience is that the law enforcement agencies can and have gotten timely and accurate BO information in relation to legal persons and legal arrangements. It may also help to appreciate that investigations do not start in a vacuum. Law enforcement agencies in Singapore work on leads which point them to relevant AML/CFT obligated entities to advance their investigations. We also tap on information in suspicious transaction reports as well as partnerships with the private sector and foreign partners. This has enabled us to get information in a timely manner.
And also, there was no evidence that the BO information was inaccurate. We provided this evidence to the FATF assessors that we were able to get accurate BO information on unregistered foreign companies and legal arrangements in a timely manner as well.
Mr Speaker: Ms Sylvia Lim.
\tMr Murali Pillai: Sorry, Sir. There is still a second supplementary question that has to be answered, Sir.
Mr Speaker: That is right. Who is going to take that? Senior Minister of State Sim Ann.
\tThe Senior Minister of State for Home Affairs (Ms Sim Ann): Sir, given the increasingly transnational nature of crime and the rapid advancement of digital finance, international cooperation is indeed key. Singapore will continue to issue MLAs where it is appropriate, but also pursue international cooperation in informal manner. This applies not just to AML/CFT and PF, but also to scams.
Mr Speaker: Ms Lim.
\tMs Sylvia Lim (Aljunied): Thank you, Speaker. I have a supplementary question for Senior Minister of State on PF.
It was pointed out in the FATF report that representatives of foreign flag states have a very low understanding of their PF obligations. And I think our own national risk assessment assessed that ship-to-ship transfers are quite a key vector – in a sense, a potential for PF to go through such routes.
So, in terms of actions to be taken, it was stated that we will conduct more outreach to these entities. But is that enough? What else is the Government going to do about the maritime sector?
Mr Speaker: Minister Chee.
\tThe Minister for National Development (Mr Chee Hong Tat): Thank you, Mr Speaker. I am answering in my capacity as the Deputy Chairman of MAS.
Sir, the way this works is that these countries with the ship registries, otherwise known as flag states, they will set up representative offices overseas to help with the processing of registration applications and the administration of the vessels that are flagged with them. So, this is what the FATF was referring to, these representative offices of these foreign flag states based in Singapore.
Sir, like any commercial entity operating in Singapore, these offices are subject to and must comply with Singapore's laws. And these would include the United Nations Security Council sanctions, which are given full effect in our domestic legislation. And any entity found to be in breach of our laws will be dealt with accordingly. The FATF has actually noted that Singapore has taken action against non-compliant entities.
Sir, we have increased the engagements with these representative offices of the foreign flag states because we know this is an emerging area of concern globally, not just in Singapore, but it is also a concern that has been flagged out by the International Maritime Organization, FATF and also the Asia/Pacific Group on Money Laundering. Singapore has and will continue to engage these entities to alert them to the PF risks and also to remind them of their countering PF obligations. That is something we will continue to do.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":["1 : Question subsequently withdrawn: To ask the Minister for Law what enhancements are being considered to counter proliferation-financing (PF), given the observation in the Financial Action Task Force's Mutual Evaluation Report of Singapore 2026 that the risk mitigation measures in Singapore's Counter PF Strategy are general and not proportional to risk and that Singapore's PF National Risk Assessment highlights higher-risk areas lacking mitigation measures.","2 : Question subsequently withdrawn: To ask the Minister for Law what actions the Government will take in response to the finding in the Financial Action Task Force's (FATF) Mutual Evaluation Report of Singapore 2026 that Singapore was moderately effective as regards Transparency and Beneficial Ownership and that mitigation measures for Unregistered Foreign Companies and Trusts are insufficient."],"footNoteQuestions":["13","14"],"questionNo":"13-14"},{"startPgNo":0,"endPgNo":0,"title":"National Recycling Rates, Plans and Targets","subTitle":null,"sectionType":"OA","content":"15 Ms Poh Li San asked the Minister for Sustainability and the Environment (a) out of the 3.35 million tonnes of waste disposed of in 2025 (i) what is the estimated proportion that is recyclable and (ii) what is the proportion of industrial versus domestic waste; and (b) of the 52% recycling rate, what are the main categories of recycled waste and their corresponding proportions.
16 Ms Valerie Lee asked the Minister for Sustainability and the Environment (a) whether the Ministry has an ideal yearly national recycling rate target for 2026 to 2030; (b) what lessons have been learnt from how Singapore's waste and recycling profile has changed over the past decade; and (c) what updated measures are being considered to improve recycling rates for (i) glass (ii) paper and cardboard and (iii) textiles.
17 Ms Lee Hui Ying asked the Minister for Sustainability and the Environment (a) whether the Zero Waste Master Plan review will focus on reducing overall waste produced or circular economy outcomes rather than recycling rates, in view of the high contamination rates for recycling; and (b) whether the Ministry plans to implement nationwide clean-stream recycling bins that segregate recyclables and minimise cross-contamination at the source.
18 Ms Hany Soh asked the Minister for Sustainability and the Environment (a) whether the Ministry tracks data on the overall recycling rate by region and globally; (b) if so, whether the Ministry has observed a declining trend in the overall recycling rate regionally and globally; and (c) how does Singapore’s overall recycling rate compare with other countries.
\tThe Senior Minister of State for Sustainability and the Environment (Dr Janil Puthucheary) (for the Minister for\tSustainability and the Environment): Mr Speaker, may I have your permission to answer oral Question Nos 15 to 18 on today’s Order Paper?
Mr Speaker: Please proceed.
\tDr Janil Puthucheary: Sir, Singapore disposed of 3.36 million tonnes of waste in 2025, with 1.67 million tonnes from domestic sources and 1.69 million tonnes from non-domestic sources. A breakdown by the type of the amounts of waste generated, disposed of and recycled can be found on the National Environment Agency (NEA) website.
Sir, technological solutions are available to recycle most waste streams if properly separated and treated. However, even if recycling is technically possible, it may not always be practical or economical to do so. There are several economic, logistical and behavioural factors determining our recycling rates.
First, the business case for recycling has deteriorated due to rising logistics, freight, manpower and energy costs across the wider landscape. These rising costs make it less viable for recyclers to operate a sustainable business around collecting and recycling of material.
Second, export markets for recyclables have become increasingly stringent in their requirements. Singapore exports most of its recyclables for further processing. Tightening export requirements by the receiving countries could limit the quantity our local recyclers can sell.
And third, the contamination of recyclables remains a persistent challenge, limiting the volume of recyclables that can be recovered and processed.
These three challenges make the situation complex and contribute to the lower recycling rates we have seen in recent years.
The definitions of recycling rates also vary internationally, with no consensus on the definitions. Some countries report recycling rates across different waste streams, others use a broader definition of what counts as recycled, such as including energy recovery or repurposing of waste residues within their national recycling rate, which we do not. Comparing recycling rates across countries is therefore not always meaningful if the bases are different.
However, we do believe that we can and must do more to strengthen resource circularity in Singapore. This is why I had earlier announced that the Ministry of Sustainability and the Environment (MSE) and NEA will be reviewing the 2019 Zero Waste Masterplan to strengthen our approach to waste management.
Under the 2019 Masterplan, we had set a target of 70% recycling rate by 2030 and to reduce the waste sent to landfill per capita per day by 30% by 2030. While we are striving to achieve these targets, we will review them for relevance given the changing waste and recycling landscape.
For the targets to be meaningful, we will address the challenges associated with recycling of both domestic and non-domestic waste. We are studying how we can increase the yield of clean, segregated recyclables that are easier for recyclers to meet regulatory requirements. We will engage the waste generators to explore better ways to segregate waste upstream in the processes.
For households, the blue bin network under the National Recycling Programme remains the primary channel for recycling.
Today, blue bins are managed by our Public Waste Collectors (PWCs), who are required to provide one blue bin per HDB block and clear recyclables up to three times a week. To address higher recycling demand and overflowing bins in certain areas, PWCs have deployed additional bins at around 700 locations and increased the collection frequency at more than 1,100 locations. NEA and the Town Councils (TCs) also conduct joint site inspections to address estate-specific issues, such as bin placement and damaged bins, with straightforward issues typically resolved within two days.
To improve the quality and yield of paper and cardboard, NEA has also worked with all PWCs to offer dedicated collection of paper and cardboard in their respective zones since December 2025. Efforts introduced by the PWCs include implementing smart recycling bins, door-to-door collection services, Cash-for-Trash events,+--*- or partnering TCs to set up metal cages or points for bulk collection. Five TCs have come forward to partner the PWCs in dedicated collection, and we have seen encouraging results in collecting paper and cardboard with lower contamination rates. We encourage all TCs and community stakeholders to reach out and partner with their PWCs.
We have also introduced source-segregated recycling at the national level, such as via the Return Right – Beverage Container Return Scheme. By nudging consumers to make a small change in their lifestyle, we hope to increase the recycling of beverage containers and spark a change in our recycling habits.
Moving forward, we will explore more ways to enhance the National Recycling Programme to reduce contamination and improve the volume of clean recyclables recovered from households, building on ground-up recycling initiatives. This could include the use of source-segregated bins.
Recycling is important, but we must also reinforce the other \"2Rs\" – Reducing waste at the outset and Reusing where possible. We have seen some encouraging progress on this front. Domestic waste generated per capita has fallen by 21% over the past decade, and non-domestic waste generated per unit gross domestic product has dropped by more than 30% over the same period. We will explore how we can better support efforts to shape consumption patterns and the growth of more sustainable business models.
Another strategy that we are embarking on is the strengthening of the reuse of waste residue and treated toxic industrial waste before and after they are landfilled. The recently launched Towards Resource Efficiency And Sustainability for URban EnvironmentS (TREASURES) Centre will focus on building the technologies and the risk assessment frameworks for this purpose. It will work with industry partners to reduce the risk and uncertainty of commercial use of waste residue and allow us to close our resource loops.
I thank Members for their interest in the Zero Waste Masterplan review, and for their questions on how we can better strengthen recycling and resource circularity in Singapore. The work on this is still ongoing. We will engage the public and industry as part of the review process and share more details in due course.
\t
Mr Speaker: Ms Poh Li San.
\tMs Poh Li San (Sembawang West): Thank you, Speaker, and I thank the Senior Minister of State Janil. I have two supplementary questions.
The first one, will NEA consider adjusting gate fees for industrial and commercial waste collection to shift behaviour of businesses towards higher recycling rates, especially for food waste which accounts for about 11% of total waste but has a very low recycling rate of only 18%?
My second supplementary question pertains to the blue bins. The Senior Minister of State mentioned there is a high contamination rate, which renders the recycled or collected items non-recyclable. Will there be any plans for NEA to consider a national recycling campaign to reduce blue bin waste contamination?
\tDr Janil Puthucheary: Sir, I thank Ms Poh for her questions. Indeed, we do have to shift behaviours. The incentives and disincentives around recycling and waste disposal are an important part of it. We will consider her suggestion on looking at the fees.
The issue of blue bin contamination continues to be something that we have to engage in terms of public education and shifting behaviours. It will certainly form an important part of the review of the Zero Waste Masterplan. I thank her for her suggestion.
Mr Speaker: Ms Valerie Lee.
\tMs Valerie Lee (Pasir Ris-Changi): Thank you, Speaker. I have two supplementary questions. Beyond recycling rates, can the Ministry consider complementary indicators and targets such as waste reduction, material circularity or recycling contamination rates to better measure progress towards a circular economy?
The second supplementary question will be: how will the Ministry assess whether public education campaigns are working, translating into sustained improvements in recycling behaviour rather than short-term participation?
\tDr Janil Puthucheary: Sir, I thank Ms Lee for her two supplementary questions, which address what are our targets and what is it that we measure.
Indeed, the issue of how we should think about recycling and waste disposal will be at the heart of our review of our Zero Waste Masterplan.
The issue that she brought up in her first supplementary question: should we focus purely on the recycling rate? Should we think about waste production? Should we think about waste disposal? The reality is, today, we look at all of these things. The study and the review will address whether we should introduce new indicators or whether we should change the emphasis between the indicators that we currently track, measure and target.
She is right to then highlight that public education campaigns should look at what the outcomes are. We do not only look at, for example, participation in public education campaigns or awareness. We do track the waste production recycling rates and many other outcome indicators, and we will continue to do so.
Mr Speaker: Ms Lee Hui Ying.
\tMs Lee Hui Ying (Nee Soon): Thank you, Mr Speaker. I thank the Senior Minister of State for his reply.
Our waste generation per capita has fallen from 1.06 kilogrammes in 2015 to 0.83 kilogrammes today. This suggests that Singaporeans are ready to try and reduce waste and also, then the real progress lies upstream in waste prevention. So, I have two supplementary questions.
What are the measures MSE will take to help Singaporeans realise this? I have a few suggestions. We can draw reference from the European Union's (EU's) Packaging and Packaging Waste Regulation that minimises the amount of packaging generated. Or even radio-frequency identification (RFID)-based food waste sorting systems.
My second supplementary question: businesses can be required to accept reusable containers, supplying repairable products or refills. What are the policy thresholds that MSE considers to disincentivise single-use packaging or restrict aggressive promotional tactics which may put more products into the market?
\tDr Janil Puthucheary: Sir, I thank Ms Lee for her questions and also for her highlighting that waste generation is falling. I think this is a marker of the awareness from the various campaigns and the engagement that Singaporeans have with the importance of this issue. It gives us the foundation to think about how we might take the next steps in terms of our Zero Waste Masterplan and achieve the very important outcomes around reducing waste that is diverted towards Semakau Landfill.
The suggestions that she has made around the EU's packaging regulations and potentially RFID-based sorting of food waste, these are all things that we can look at and we can consider. We actually have a number of pilots, studies and stakeholders that are looking at many of these measures. We are looking for tools and mechanisms to improve the outcomes, to reduce the amount of waste that we generate and to increase the recycling of the ways that we do generate.
What we have to do is to keep our focus on the outcomes – whether it is about mechanisms such as packaging regulation, technologies such as RFID or the policy thresholds for disincentives. We have to look at the outcomes in terms of waste generation and recycling rates. In some cases, some of these tools may end up diverting behaviour to an alternative waste stream and alternative packaging, which potentially may be harder to recycle or may have other consequences for the environment. So, we do have to look at it holistically, whether it is about a policy threshold for a disincentive, technology implementation or regulation that we impose on businesses, what is the outcome around waste generated.
Mr Speaker: Ms Hany Soh
\tMs Hany Soh (Marsiling-Yew Tee): Thank you, Speaker. Just one supplementary question on whether there are any recycling plans in the pipeline for collaborations with our partners in the region or globally, or for a start, coming up with a common framework in terms of recycling across our Association of Southeast Asian Nations region?
\tDr Janil Puthucheary: Sir, about half of our recycling material is exported. It is processed overseas. There are business arrangements between businesses here in Singapore and businesses in the region or overseas, to be able to handle the recycling of waste and recycling of material, whether domestic or non-domestic, already today.
Those arrangements allow for businesses to address a larger market, potentially reap economies of scale and become sustainable as a commercial interest, which gives us the opportunity to then have the capacity to further recycle. We will continue to work with stakeholders and partners on making sure that this is a viable process.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Strengthening Regulatory Regime for Nursing Homes","subTitle":null,"sectionType":"OA","content":"19 Mr Fadli Fawzi asked the Coordinating Minister for Social Policies and Minister for Health (a) whether there are any plans to strengthen the regulatory regime for nursing homes to ensure that systemic lapses similar to those identified at the Windsor Convalescent Home do not recur at any other nursing home; and (b) if not, why not.
\tThe Senior Minister of State for Health (Mr Tan Kiat How) (for the Coordinating Minister for Social Policies and Minister for Health): Sir, as part of the Ministry of Health's (MOH's) regulatory oversight over providers, we conduct regular and periodic audits, special thematic reviews and inspections on nursing homes. This includes off-cycle audits in response to feedback and complaints to ensure residents' safety. Such an approach ensures that shortcomings and lapses in nursing homes are addressed and rectified in a timely way.
The great majority of nursing homes placed on closer monitoring take adequate corrective actions and sustain the improvements. However, if the gaps are serious, repeated and there is a lack of serious effort to rectify them, such as in the case of Windsor Convalescent Home and LC Nursing Home, MOH will have to escalate our measures.
These two cases of licence revocation are therefore an outcome of the regulatory framework working as intended.
In response to previous identified non-compliances, MOH conducted a thematic audit focusing on compliance with infection prevention and control practices, and basic custodial and nursing care for selected higher-risk operators. After the gaps were first identified, operators were given an opportunity to rectify the lapses, during which we intensified our monitoring of and engagement with the operators. When we ascertained that the remediation efforts were inadequate or were not sustained for the two operators, we revoked their licences and arranged for Vanguard Healthcare to step in.
MOH and the Agency for Integrated Care will also be sharing the findings of our recent audits, and the various manpower training and grant support available with the nursing home sector. This will help the sector maintain an appropriate standard of care.
In response to Mr Fadli Fawzi, like all regulatory functions, it is impossible to eradicate and prevent recurrences of lapses. But with a robust regime, we can uphold good standards of operations and constructive relationships between the regulator and operator to better serve the residents.
Mr Lee Hong Chuang asked about claims and compensation. MOH's regulatory framework aims at assessing licensees' care delivery practices and protocols in compliance with the Healthcare Services Act to ensure resident safety. When necessary, we will step in and take over the operations or coordinate the relocation of residents to another facility.
However, as the provision of care is a contract between the resident and the nursing home, MOH is unable to coordinate private claims from residents or their families against the nursing home.
Mr Speaker: Mr Fadli Fawzi.
Mr Fadli Fawzi (Aljunied): Thank you, Mr Speaker, I have three supplementary questions. Firstly, are there any other nursing homes that have been found to have significant lapses in an initial audit, similar to Windsor Convalescent Home and LC Nursing Home, but have been given the opportunity to rectify these lapses and are still being monitored by MOH? If so, how many?
My second question is, will MOH consider providing smaller nursing home operators with greater support, for example, through a review of foreign manpower requirements?
My third question is, for the transparency and welfare of residents, will MOH reconsider its stance of not informing residents and their family about audit findings before any regulatory action is confirmed?
\tMr Tan Kiat How: Sir, first and foremost, I would like to assure Members and members of public that MOH has a robust regime – audits, thematic audits, off-cycle audits – to make sure that our nursing home operators maintain good standard of care, good clinical procedures, and to make sure that resident safety and welfare are taken care of from the healthcare and medical point of view. This is already in place. The audit findings for these two nursing homes are a feature, not a bug of our regulatory framework.
As mentioned earlier in my reply, a large majority of these nursing homes with identified areas of improvement have taken steps to rectify them and sustain the improvements over time. In cases where we believe that they have not done so after repeated engagements with them, we take the extreme step of revoking licence and making sure that we take care of the residents who are in their care. This is a feature, not a bug.
To his point about supporting nursing homes, we do support our nursing homes through different support from manpower training grants to other support for nursing homes, raising the collective standard of care and professionalism across the whole nursing home sector. So, this is something we have been doing and will continue to do.
Thirdly, on informing the family members, MOH's first priority is to make sure those improvements are done, lapses are rectified and to make sure nothing endangers the residents' safety. That is our first priority. If things really do not improve, then we take the extreme step of engaging licence operators. In these two cases of nursing homes, we had to revoke their licence and make arrangements for residents to be get taken called of in another facility.
These are the primary objectives, but we will continue to see how we can think about meaningful information for family members. I know family members when they put their loved ones in nursing homes, there is a range of factors they consider. First and foremost will be the safety, the health and welfare of the resident in the nursing home, but other factors include affordability, include different kind of considerations like vicinity to their home and so on. There are different and a myriad of variables in terms of consideration. MOH is continually looking at how we can provide meaningful information for caregivers and family members to make a decision.
\tMr Speaker: I think I will squeeze in one last Parliamentary Question. Mr Pritam Singh.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Lessons on Impact of Tuberculosis Screening on Business Prospects at High Footfall Locations from Recent Exercises at Bedok","subTitle":null,"sectionType":"OA","content":"20 Mr Pritam Singh asked the Coordinating Minister for Social Policies and Minister for Health in relation to the mandatory tuberculosis screening exercise announced at three locations in Bedok on 30 April 2026, what lessons have been learned from this exercise for future reference, particularly in relation to its impact on the business prospects of high footfall locations such as hawker centres and markets.
The Senior Minister of State for Health (Mr Tan Kiat How) (for the Coordinating Minister for Social Policies and Minister for Health): Sir, from time to time, the Communicable Diseases Agency (CDA) will need to conduct ground operations to contain disease outbreaks, such as the tuberculosis (TB) screening exercise that was carried out in Bedok recently.
A key success factor for such operations is clear communication with residents, notwithstanding that residents were largely very appreciative of the efforts to keep them safe. This is because in the absence of authoritative information, rumours will spread. Hence, in this case, the public would need to know exactly what to expect from the screening, the details and locations of the clusters, and be assured that the risk of TB transmission through casual visits or sharing a meal was low.
\t
\t
Further, measures will need to be taken to minimise disruptions to businesses and the community. Hence, eligible hawkers and tenants also received rental, and service and conservancy charge rebates to mitigate the temporary impact on their businesses.
Finally, partnerships between CDA, community stakeholders and grassroots organisations are critical. This ensures that public health measures are coordinated with community engagement and that any concerns are addressed promptly.
\tMr Speaker: I will allow a short supplementary question. Mr Singh.
Mr Pritam Singh (Aljunied): Obliged, Speaker. I would like to thank the Senior Minister of State for the reply.
I refer to the notice that was released by CDC on 30 April where it said that the mandatory screening exercise would take place over three days, 4 to 7 May. This was the original timeline. The impression that was created, in my view, suggested one of urgency and criticality, but the very act which triggered the exercise, the identification of 13 cases with genetic similarities, occurred over a period of three years from January 2023 to February 2026.
So, does the Senior Minister of State not agree that in future, perhaps, a longer timeline for a screening exercise, or a differentiated regime for hawkers on the one hand and residents who may have transited through those areas where there is concern about a TB outbreak, could be considered? Because that would reduce the anxiety faced by some of the hawkers, as the Senior Minister of State is aware. He was on the ground, I think, every day. In that regard, you would also, in my view, have a more accurate reflection of the urgency of the problem and what is being done to resolve it.
\tMr Tan Kiat How: Sir, I thank the Member for his clarifications and questions.
First, like I said in my earlier reply, CDA will have to do such precautionary screenings, in this case, for TB, on a regular basis, when needed. This is really part of our more proactive sentinel surveillance stance to minimise outbreaks of infectious diseases. So, that is one. We do so when we believe there is a case where we can take early action, intervene early to prevent future outbreaks. When future outbreaks happen, the cost of doing so and cost of intervening will be much higher, especially for individuals and the community.
The second, I have explained and well, you can refer to my social media as well, I have done quite a fair bit. And I am glad the Member has noted it when he came to visit me at Heartbeat@Bedok. CDA has also explained that the 13 cases were over a period of three years, but recent developments in whole genome sequencing, whole genome sequencing capabilities, they were able to track that the TB bacteria was genetically linked across 13 individuals – although none of them were from the hawkers, merchants or people working in Heartbeat@Bedok or in the Bedok Town. They frequented the place, perhaps had a meal or used some of the facilities.
But as a matter of precaution, we wanted to make sure we test it, test everyone there, those who are working there and those who frequent facilities often to really make sure that everyone is safe.
And we tried to explain it. There are many learning points on how we could have explained it better, as the Member has pointed out. And we take those learnings to heart. CDA will see how to better improve the public communications to assure people.
These are lessons we have learned and we will make sure that those lessons would be incorporated in our standard operating procedures in our approach next time.
Lastly, I just want to thank the Member for coming by at least a few times to my constituency to speak to my merchants, the hawkers, the residents. Thank you for your care and concern. And certainly, if that happens in Aljunied, I will make sure my colleagues will make sure that we will also return the favour, to show care and concern for residents. Thank you very much.
\t
Mr Speaker: Order. End of Question Time. Clarification by Minister Indranee Rajah.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Clarification by Minister, Prime Minister's Office","subTitle":null,"sectionType":"OS","content":"The Minister, Prime Minister's Office (Ms Indranee Rajah): Mr Speaker, I would like to make a clarification in relation to two written answers on childcare leave issued by the Prime Minister's Office on 25 September 2025 and 3 February 2026 in response to Parliamentary Questions filed by Members of Parliament Ms Cassandra Lee and Ms Valerie Lee respectively. [Please refer to \"Addressing Reasons for Underutilisation of Parental Leave Benefits\", Official Report, 25 September 2025, Vol 96, Issue 5, Written Answers to Questions section, and Data on Leave Days taken by Parents Due to Childcare Centre Closures or Children Falling Ill\", Official Report, 3 February 2026, Vol 96, Issue 15, Written Answers to Questions for Oral Answer not Answered by End of Question Time section.]
The answers cited the 2023 take-up rate of childcare leave by mothers as 58%. The correct figure ought to be 59%. I would therefore like to make this clarification to correct the record. Thank you.
Mr Speaker: Order.
[Pursuant to Standing Order No 22(3), provided that Members had not asked for questions standing in their names to be postponed to a later Sitting day or withdrawn, written answers to questions not reached by the end of Question Time are reproduced in the Appendix.]
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Determination on Committee of Privileges Findings on the Conduct of Ms Sylvia Lim and Mr Faisal Manap","subTitle":null,"sectionType":"OS","content":"Mr Speaker: Ministerial Statement. Leader of the House.
The Leader of the House (Ms Indranee Rajah): Mr Speaker, I wish to make a Ministerial Statement to this House regarding the \"Determination on the Committee of Privileges (COP) Findings on the Conduct of Ms Sylvia Lim and Mr Faisal Manap\".
On 14 January 2026, this House debated and passed a Motion on \"Expression of Regret at the Conduct of Mr Pritam Singh and Consideration of His Suitability to Continue as the Leader of the Opposition\".
The resolutions in that Motion relating to Mr Singh were all dealt with and concluded on that day. One matter, however, remained outstanding.
Members will recall that in the fifth limb of that Motion, this House noted \"that the High Court judgment and the Committee's findings have implications for Ms Sylvia Lim and Mr Faisal Manap, which have to be considered separately\".
That is unfinished business which has to be dealt with. The question is what to do with the findings regarding Ms Lim and Mr Faisal in the COP Report on the \"Complaint against Ms Raeesah Khan for Untruth Spoken in Parliament\", specifically the Committee's finding that Ms Lim and Mr Faisal were untruthful to the COP about what was said at the 8 August meeting. I am now dealing with that today.
To recap briefly, a key issue in the COP inquiry was what was said at the meeting of 8 August 2021 between Ms Khan and the three senior Workers' Party (WP) leaders: Mr Pritam Singh, Ms Lim and Mr Faisal. In particular, whether Ms Khan was told to suppress the fact that she had told an untruth in Parliament, that is, that she should \"take it to the grave\".
The three WP leaders all denied this.
The Committee found otherwise.
As the findings against Mr Singh were the most serious, the House referred his case to the Public Prosecutor. This enabled the matter to be independently investigated and if charges were brought, Mr Singh would be able to defend himself with the benefit of legal representation, and it would be for the Court to determine whether the charges were proven beyond reasonable doubt.
In relation to Ms Lim and Mr Faisal, the Committee found that they had lied about what was said at the meeting of 8 August. The Report stated, and I quote, \"Ms Lim and Mr Faisal attended the 8 August meeting. They agreed (to Mr Singh's advice) that the Untruth should be buried, and that Ms Khan would not have to tell the truth. They did not tell the truth to the Committee about that meeting.\"
However, the Committee considered Ms Lim's and Mr Faisal's roles in the matter to be subsidiary, and noted that both had been somewhat helpful to the Committee, albeit in a limited way. The Committee therefore recommended that consideration of what, if anything, should be done about their conduct of stating untruths to the Committee should be deferred until the conclusion of investigations and/or criminal proceedings against Mr Singh.
Parliament accepted the Committee's recommendation.
This was done to be fair to Ms Lim and Mr Faisal. If the investigations or court proceedings produced evidence inconsistent with the Committee's findings, Parliament could take that into account before deciding what, if any, action should be taken. Pending that process, Ms Lim and Mr Faisal were given the benefit of the doubt.
The criminal proceedings against Mr Singh concluded on 4 December 2025 when the High Court Judgement was delivered.
On 14 January 2026, Parliament passed a resolution noting that the High Court Judgement and the Committee's findings had implications for Ms Lim and Mr Faisal. Let me explain why.
During the Committee hearings:
(a) Ms Lim denied that Mr Singh had told Ms Khan to take her Untruth to the grave. She said that there was no discussion on this point.
(b) Mr Faisal's evidence was that all three WP leaders did not remark on Ms Khan's confession that she had lied and did not discuss what to do about it.
(c) Thus, at the COP hearings, both Ms Lim and Mr Faisal denied that Mr Singh had advised Ms Khan to take her lie to the grave, and said that the matter was not discussed.
However, now, after a full investigation, trial and appeal dealing with this issue, the Courts have expressly and conclusively found that:
(a) At the 8 August 2021 meeting – at which all three WP leaders were present – Ms Khan's Untruth was discussed.
(b) Mr Singh had lied when he denied that he told Ms Khan to \"take it to the grave\" – \"it\" meaning her Untruth.
The Courts' findings directly contradict Ms Lim's and Mr Faisal's evidence. It follows logically from the Courts' findings that their evidence to the Committee was not true. The Court Judgment effectively confirmed the findings of the Committee in relation to Ms Lim and Mr Faisal.
The question that arises is what is to be done in light of this. That is the unresolved issue that was deferred for decision.
In principle, if someone gave untrue evidence to a Committee of Parliament and did so knowingly or intentionally, this would be dishonourable conduct and a serious contempt of Parliament and would be dealt with under the Parliament (Privileges, Immunities and Powers) Act 1962 (or PPIPA). Ordinarily, if there is evidence someone has lied to a Select Committee, I would initiate the PPIPA process for dealing with such conduct.
However, there are certain timelines within which such action must take place. Let me explain.
In most cases, offences under the PPIPA can be dealt with fairly quickly and in the same session of Parliament. Occasionally, the offence may occur in one session of Parliament but for whatever reason Parliament may not be able to deal with it immediately and it is dealt with in a subsequent session of Parliament. However, in the interests of finality, there are constraints on this.
Under section 22 of the PPIPA, Parliament has the power to punish offences which have been committed in either (a) the preceding session or (b) the last session of the preceding Parliament.
The previous Parliament – that is the 14th Parliament – was first constituted on 24 August 2020. It was prorogued on 24 March 2023 and re-opened on 10 April 2023. It was dissolved on 15 April 2025. The 14th Parliament therefore had two sessions.
In this case, the relevant conduct of Ms Lim and Mr Faisal took place in 2021, during the First Session of the 14th Parliament.
Mr Singh was convicted by the District Court on 17 February 2025. This was during the Second Session of the 14th Parliament. However, Parliament rightly deferred consideration of Ms Lim's and Mr Faisal’s cases until the Court process had concluded.
Those proceedings concluded only on 4 December 2025, when the High Court delivered its judgment. By then, the 14th Parliament had been dissolved, a General Election had taken place, and the 15th Parliament had begun.
Under section 22 of the PPIPA, this 15th Parliament can only deal with offences committed either in this Session of the 15th Parliament, or during the Second Session of the 14th Parliament.
As the conduct in question took place during the First Session of the 14th Parliament, it is no longer open to this 15th Parliament to impose any penalties in respect of this conduct under the PPIPA.
This does not mean that Parliament is without recourse. The House could, if it wished, pass a Motion to express regret at such conduct. Such a Motion would serve to signal Parliament's disapproval, as it did in Mr Singh's case in January this year. However, it should be noted that in the January Motion, this House had already signalled its clear disapproval of lying to Parliament or its Committees.
Given the very specific circumstances of this case, it is my view that no further action need be taken by this House in relation to the Committee's finding regarding Ms Lim and Mr Faisal. Had the timelines been different, I would have proposed a different course of action.
This outcome has happened because even though this House was entitled to act on the Committee's findings in 2021, it decided to give Ms Lim and Mr Faisal the benefit of the doubt for the time being. Even though the Committee's findings have now been effectively confirmed by the High Court Judgment, the law in this case, the time-bar provisions of the PPIPA must be observed.
Unless any Member objects, we can now bring this matter to a close.
Mr Speaker: Before I call on hon Members for clarifications if any, I should point out that pursuant to Standing Order 23, Members may seek clarification on the Ministerial Statement, but no debate shall be allowed thereon. Members can seek clarifications by way of asking questions.
I seek Members' understanding to keep your clarifications clear and concise, so that the Leader of the House can answer as many clarifications as possible. Likewise, I will ask Leader of the House to also keep your answers clear and concise.
Any clarifications for the Minister? Ms Lim.
Ms Sylvia Lim (Aljunied): Thank you Speaker. I have noted what the Minister is proposing that the House do. I am not standing up to object to it. But I think it is important for me to also state that my response on some of the issues that she mentioned, I have made them on 14 January during the debate on the Motion of the Leader of the Opposition, and I do not think I need to repeat them. That is all.
Ms Indranee Rajah: I thank Ms Lim for her indication that she will not be objecting to my recommendation.
And likewise, when she made those statements on 14 January, I had also responded on 14 January, and my statements are on record.
Mr Speaker: Order. End of Ministerial Statement. Introduction of Government Bill. Coordinating Minister for National Security and Minister for Home Affairs.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Road Traffic (Miscellaneous Amendments) Bill","subTitle":null,"sectionType":"BI","content":"[(proc text) \"to amend the Road Traffic Act 1961 and the Motor Vehicles (Third-Party Risks and Compensation) Act 1960\", (proc text)]
[(proc text) presented by the Senior Minister of State for Home Affairs (Ms Sim Ann) on behalf of the Coordinating Minister for National Security and Minister for Home Affairs; read the First time; to be read a Second time on the next available Sitting of Parliament, and to be printed. (proc text)]
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Reinforcing Singapore's Position as a Global Transport Hub","subTitle":"Motion","sectionType":"OS","content":"Mr Speaker: Ms Tin Pei Ling.
Ms Tin Pei Ling (Marine Parade-Braddell Heights): Mr Speaker, I move*, \"That this House affirms the importance of strengthening Singapore's long-term economic competitiveness by leveraging international cooperation, frontier technologies and world-class infrastructure to reinforce Singapore's position as a globally connected aviation, maritime and logistics hub, and to anchor good jobs in Singapore.\"
[(proc text) *The Motion was also entered on the Order Paper under the names of Mr Edward Chia Bing Hui, Mr Jackson Lam, Ms Poh Li San and Ms Yeo Wan Ling. (proc text)]
The Government Parliamentary Committee (GPC) for Transport, comprising me as the Chairperson and fellow People's Action Party (PAP) Members of Parliament (MPs) Mr Edward Chia, Ms Yeo Wan Ling, Ms Poh Li Sah, Mr Jackson Lam, whose names are set down on the Order Paper, as well as Mr Liang Eng Hwa, Mr Ang Wei Neng and Mr Sharael Taha, is moving this Motion as Singapore is compelled to rethink how we remain globally connected as we confront an ever-dynamic geopolitical environment and emerging technological game changers.
This Motion is future-facing and strategic, because transport is about connectivity across three domains – land, sea and air – and connectivity enables economic prosperity that ultimately is about improving lives.
Day-to-day land transport issues remain important and a priority to the Transport GPC. But they are not the focus of today's debate.
To be clear, the GPC firmly recognises that day-to-day public transport issues affect Singaporeans' everyday lives and their importance cannot be understated. But we have discussed these issues many times in and out of this House, and will continue to have ample opportunities to do so. A number were raised during the Land Transport Bill in February this year and I expect further Sittings later this year will address them too.
I therefore urge honourable colleagues to focus this debate on what is set out in today's Motion.
For this Motion, I will begin by setting the context and putting forth a few recommendations. My GPC colleagues will in turn address the different tenets of the statement in greater detail. And I welcome more perspectives and ideas from other honorable colleagues speaking today.
I would also like to take this chance to thank our Transport GPC resource panel, who took time to share their experiences and suggestions, which offered us different perspectives to consider when preparing for this debate.
Connectivity as destiny. History offers no clearer proof of transport infrastructure as destiny than the railway age. Albuquerque in New Mexico is a good example. In 1880, the first train pulled in, connecting the town to major cities and trade networks, bringing a wave of opportunities that transformed it almost overnight. Around the new station, hotels, cafes, warehouses and small factories flourished, creating opportunities for workers and entrepreneurs alike.
At sea and in the air, Dubai tells the same story. Jebel Ali Port, built in the 1970s to serve a modest emirate, became the gravitational centre that pulled in manufacturing, logistics, finance and tourism. That maritime foundation then enabled something larger: today, Jebel Ali Port, its adjacent free zone, and Al Maktoum Airport together form the Dubai Logistics Corridor, linking sea, land and air across 200 square kilometres, connecting more than 6,500 companies with a 30-minute link between port and airport. A fishing village became a global hub by treating each mode of connectivity as a building block for the next.
Singapore is the clearest demonstration of all three modes working together across two centuries. It began with sea connectivity. We became a free port, and our population grew from a thousand in 1819 to more than 10,000 in 1825, with trade volume reaching $22 million.
By the 1830s, Singapore overtook Batavia as the centre of regional trade, linking the Chinese, Southeast Asian and European-Indian Ocean trading networks. One decision to be a free port turned a fishing settlement into a regional emporium within a generation.
Singapore then turned to the air. By 1980, Paya Lebar Airport was handling over seven million passengers a year, far beyond what the site could accommodate. The Government built Changi, which opened in 1981 and in its first year handled 12.1 million passengers and close to 200,000 tonnes of air freight. Today, it connects over 170 cities, anchoring Singapore's position as a logistics and business hub entirely disproportionate to our size.
Why this matters now? Global connectivity is existential for Singapore. Ensuring multi-route and multi-modal connectivity matters more than ever in today's uncertain geopolitical climate. Because in an uncertain world, resilience is not measured by size, it is measured by how many ways we have to get through. Thus, a small country like ours need to have strong, multiple connections as the foundation of our national resilience.
Global geopolitical shocks have always had an impact on Singapore, but increasingly so. The Russia-Ukraine war caused supply chain disruption, energy crunch and inflation. US tariffs disrupted our export-oriented economy as multinational corporations (MNCs) reconfigured their supply chains. And most recently, the conflict affecting the Strait of Hormuz triggered energy price spikes, regional port congestion and inflated marine insurance costs.
Singapore needs options to stay connected, to keep goods and people flowing in and out, whatever the disruption.
Ironically, the recent geopolitical situation along the Strait of Hormuz has also increased global reliance on the Strait of Malacca, where we are strategically situated. This represents both opportunity and risk for us. We must have the capacity and the capability to handle the rising flows, or we risk chokepoints and losing trade to other ports.
This means working more closely with neighbours in the region so that we can manage trade volume and storage demands together and achieve a win-win outcome for all. Singapore's transport system must be adaptive and responsive.
The strategy for Singapore's long-term economic competitiveness is multimodal global connectivity. The critical success factors for achieving it are three: frontier technologies, international cooperation and world-class infrastructure. Together, they serve one ultimate goal – generating and anchoring meaningful jobs for Singaporeans to take up and grow in. Let me address each in turn.
First, on frontier technologies. As the world digitalises and frontier technologies scale, Singapore cannot afford to lag in adoption. At its core, leveraging frontier technology is about orchestration, predictability and efficiency.
On artificial intelligence (AI). Singapore's advantage was never just scale. It is about throughput, reliability and orchestration across a small, dense node sitting on major trade lanes. AI's biggest contribution is not automating individual vehicles or terminals in isolation, it is making the whole system – port, airport, roads, warehouses, customs – all behaving as one coordinated network instead of separate silos.
Initiatives such as OCEANS-X and the Maritime Digital Twin are strong building blocks toward this vision.
OCEANS-X enables system-to-system connectivity between maritime companies and government agencies, with digital port clearance as an initial service.
The Maritime Digital Twin combines real-time and historical port data with simulation and modelling tools, giving agencies, industry and researchers a shared environment to test what-if scenarios and de-risk decisions before they happen at sea. This includes using AI to calculate tighter vessel-berthing configurations so that more ships can park safely within the same limited space.
On autonomous vehicles (AVs), AVs are the physical execution layer for AI orchestration. Together, this combination lets Singapore compress turnaround times and run operations 24/7, increasing our ports' effective capacity without expanding their footprint. Today, AV adoption is most advanced at Tuas Port and in our maritime domain. As we scale our experience with AI and AVs there, we should also extend this cautiously to other domains to complement existing services and fill gaps.
The Ministry of Transport (MOT) has made commendable progress in meaningfully deploying frontier technologies. But more can be done to harness this power and extend Singapore's advantage.
I therefore call on the Ministry to consider:
Number one, beef up on research and development (R&D) into AI applications and AI governance across land, sea and air transport. This means greater investment in funding and in expertise, with transport innovation established as a key pillar of our national strategy.
Given our hub status, and with the right infrastructure and governance, we can build rich, live datasets and applications that generate innovative transport solutions. These solutions will not only benefit Singapore's own growth; they can be exported to other countries, enhancing interoperability, because if our partners adopt them, we are, in effect, operating on the same system and the same standards.
Second, deepen our digital twins. As we build higher-quality data and stronger digital twin systems for our ports, airports and logistics network, disruptions such as storms, cyberattacks, geopolitical chokepoint closures can be simulated and rerouted close to real time rather than leaving us on the back foot when they hit.
Third, work towards one Singapore transport twin. Today, our AI gains sit largely within single domains – land, sea or air – operating on their own. What would be transformative is linking the Maritime Digital Twin, an airport twin and a land network twin into one system, using AI to orchestrate genuinely intermodal decisions.
Fourth, prepare, but carefully, for agentic AI. This integration raises the potential for agentic AI – autonomous agents that orchestrate and make decisions on their own. This is likely still some way off, as agentic governance has not been fully worked through. The good news is that Singapore has already introduced version 1.5 of the Model Governance Framework for Agentic AI, a world first and a strong start. But more research and experimentation are needed before we can confidently deploy such agents in transport, where the consequences of error carry real physical risk.
Fifth, keeping humans in the loop. Finally, with AI and AVs, we must be clear-eyed that technology is meant to enable and improve lives, not to replace people. This means deliberate effort to preserve human oversight and to create meaningful jobs for our people – a point that I will return to later.
My colleague Mr Edward Chia will speak more on the use of AI in the region and corresponding support for small and medium enterprises (SMEs). Likewise, Mr Jackson Lam will speak more on building the smartest integrated hub leveraging the technology and Mr Ang Wei Neng will speak on the deployment of AVs in transport.
I now move on to international cooperation. Global connectivity is only possible if other countries are willing to interact and operate under the same rules and standards, or at least a common understanding. This is what instils confidence and delivers efficiency.
Common standards enable interoperability and interoperability delivers efficiency. But a ship, an aircraft or a container only benefits from Singapore's efficiency if the country on the other end recognises our clearances, honours the same safety standards and trusts that any dispute arising here will be resolved fairly.
On this front, MOT has served Singapore excellently, playing an influential role and negotiating favourable terms at the International Maritime Organization (IMO), under the United Nations Convention on the Law of the Sea (UNCLOS); at International Civil Aviation Organization (ICAO), and other platforms.
Many agreements and technical standards covering safety and operations are already in place. But this is continuous work, especially as we digitalise: data standards, secure cross-border data governance; bridging the uneven maturity of digital trade documents, such as the bill of lading; and cyber incident reporting specific to transport – are examples to name a few.
As the world risks fragmenting further, with the United States (US) pulling back from multilateral engagement, there is a renewed and urgent imperative for Singapore, alongside other smaller states, to stand together to uphold the rule of law. This demands skilled statecraft and sustained effort to engage and negotiate. But closer to home, we must also ensure our ties and agreements with our neighbours remain strong. Because as a regional bloc, we carry far greater global weight together than any of us do alone. Singapore must continue to take the lead in pushing for this.
Here, I call on the Ministry to consider:
First, pushing harder for international cooperation, especially within the Association of Southeast Asian Nations (ASEAN). As Singapore assumes the ASEAN Chairmanship next year, how will the Government ensure that land, sea and air connectivity within the region is a priority on the agenda? What can this House expect to see tabled at the regional meetings?
Second, build an ASEAN digital backbone for transport, an ASEAN data lake house that allows verifiable data to be accessed securely and a shared regional infrastructure layer for cross-border, cross-domain orchestration and innovation.
Third, putting governance first. For this integration to succeed safely, particularly with AI agents as a possible future feature, we need robust governance, including sovereign data governance, AI governance and certification standards for autonomous decision-making, developed in step with the technology and in context of transport.
My colleague Mr Sharael Taha will speak more on international leadership and standards setting and Singapore as an orchestrator in ASEAN.
I move on to infrastructure. Given everything I have said so far, it is clear that infrastructure today cannot be purely physical, nor purely digital. We need hybrid infrastructure that integrates digital capability directly into the physical build. Tuas Port and Changi Terminal 5 (T5) are the clearest examples of this – both designed with automation and data systems built into the \"concrete\" from the outset.
New projects will, of course, be hybrid by design. But we must also upgrade our existing infrastructure, so that both old and new hard infrastructure can collect data to enable real-time prediction and intervention, so that the digital twins we rely on are not limited to historical data, but stay live to dynamic, real-world conditions as they happen.
From optimising berthing and warehouse capacity, to developing a \"digital freight corridor\" linking port, airport and warehousing with shared real-time visibility as AVs move cargo from port to destination, these outcomes are only achievable if our physical infrastructure can keep pace with the software and AI agents running on top of it.
Here, my question is: what more will MOT do to upgrade or build future-ready hybrid infrastructure so that Singapore is well placed to continue being a global hub?
Beyond hybrid infrastructure within our own borders, we should also look beyond Singapore's immediate geographical bounds, extending our hub function into complementary cities and ports across the ASEAN region, to cope with overflow demand while keeping the highest-margin activities here at home.
The Singapore-Johor-Riau Islands (SIJORI) approach has served us well and continues to be upgraded today. Building on this, the same model could arguably extend to other parts of the region. Though we will need to carefully consider what stays in Singapore and what is better sited elsewhere, so that the arrangement remains mutually beneficial.
My colleague Mr Liang Eng Hwa will speak more about building infrastructure to support the electrification and digitalisation of land transport and to connect Singapore and Malaysia.
Onto a note on sustainability. As we pursue all of the above, we should expect increased flows of goods and people, even as we must meet our green commitments to decarbonise. The topic on sustainability must thus be considered. My colleague Ms Poh Li San will be speaking more on sustainability and specifically about positioning Singapore as an \"International Green Air Hub\".
Singapore has made admirable progress on sustainable aviation fuel. But more can be done to diversify both the sources of our transport fuels and the routes through which we import them.
Diversifying the sources of green fuel is a matter for our overall trade and energy strategy, and not one for this debate. But transport is directly relevant, because we must find ways to secure the transport of green energy itself to power Singapore's transport sector and indeed, every other national need.
Transport must be part of our national resilience strategy. The ASEAN Power Grid is a good example of a regional initiative that optimises the matching of green energy supply and demand across the region, but it carries risks that we must be prepared for.
Let me share one example and here, I declare my interest here as co-president of a group that includes a deep-tech company developing next-generation energy systems.
Cambodia and Indonesia have abundant green energy – solar and hydro. But transporting that energy to Singapore through conventional undersea cables, which was the best option we had, leaves us exposed to extrinsic risks, such as possible regional conflict and maritime accidents. No legal agreement can fully guard against those risks. We must therefore also develop alternative means of transporting energy, such as shipping energy in the form of hydrogen stored in solid-state containers so as to ensure our resilience is not dependent on a single physical link.
As I said at the outset, all of these efforts to strengthen Singapore's global connectivity in logistics, maritime and aviation exist to secure our long-term economic competitiveness, which, ultimately, is about creating good opportunities for Singaporeans. It has to be. My colleague Ms Yeo Wan Ling will speak more on this.
The development of these domains must therefore translate into higher-value jobs that Singaporeans can take up competently and confidently. Take our maritime sector as an example. It employs around 170,000 people today and is entering a new phase where automation and AI are not eliminating jobs so much as elevating them. As Tuas Port scales up with automated cranes, automated guided vehicles (AGVs) and remote-controlled operations, PSA has been explicit that this shift is meant to free up resources while creating more higher-value jobs for Singaporeans – in remote port operations, systems monitoring and control centre management, moving away from manual yard work.
As public and private maritime investment grows, we should also expect real demand for Singaporean talent in maritime R&D, data science and technology commercialisation. The scaling of AI points to a new generation of maritime careers – higher-skilled, better-paid and built around the very technologies reshaping this industry globally. But for this to succeed, we must equip and support current and future workers in land, sea and air transport with the right skills and training.
One of the feedback from our GPC Resource Panel members was that there are insufficient workers technically trained for the new technologies now being deployed. AVs and smart equipment, for instance, often run on proprietary software or contain parts requiring specialised handling. So, the job opportunities are there but our workers need to be trained to take them up.
We must also do more to attract Singaporeans into these careers – raising awareness in schools and building meaningful career pathways. Private sector players need to work more closely with our schools to ensure skills match market demand, and schools need to adapt their curriculum with agility to keep pace with technological change.
AI is a good example of just how fast that pace can be – new models emerge within months and entire capabilities can shift direction just as quickly. When Anthropic introduced a new feature called \"skills\" for its Claude AI in October 2025, it let AI follow specialised, step-by-step instructions for particular tasks, instead of figuring things out from scratch each time.
It sounds like a small change, but it meant these tools could suddenly be trusted to handle more complex work on their own. If our curriculum cannot keep pace with shifts like this, our workers risk being trained for yesterday's technology.
A related feedback from our GPC Resource Panel was the need for competency frameworks and curriculum to be reviewed and refreshed regularly, and to do so without being weighed down by conventional approval processes that could take up to a year. By the time such approval comes through, the technology will already have moved on.
Much good work has already been done in manpower development. But in light of these broader trends, I call on the Government to consider:
Firstly, expand existing career conversion and transition programmes as well as other SkillsFuture programmes to include updated and specialised tracks that meet the demands of future transport so that mid-career workers get real support to transition.
Second, strengthen public-private partnerships with our institutes of higher learning (IHLs), so that the curriculum stays fit-for-market in the logistics, maritime and aviation domains and explore how these curricula can be kept alive to the latest technological and industrial developments, rather than fixed at the point of approval.
Third, engaging students earlier, so they are equipped with the right information before they enter our IHLs and choose their course or specialisation.
Mr Speaker, allow me to now speak in Mandarin.
(In Mandarin): [Please refer to Vernacular Speech.] Mr Speaker, the Motion that we debate today seeks to explore how Singapore can consolidate its position as a globally connected aviation, maritime and logistics hub through international cooperation, frontier technologies and the building of world-class infrastructure, thereby strengthening our long-term economic competitiveness and creating more and better jobs for Singaporeans.
In the face of a rapidly shifting geopolitical landscape and the disruption brought by emerging technologies, Singapore must rethink how to maintain the deep connectivity with the world. This Motion seeks to examine transport across all three domains – the land, sea and air – through a strategic lens.
There is this ancient saying, \"As a mirror, history can show you the rise and fall of dynasties.\" Throughout history, there is no shortage of examples of cities and states that grew prosperous through connectivity. For example, in Sima Qian's Records of the Grand Historian: Account of the Moneymakers, he explicitly identified cities, such as Linzi, Handan, Wan, Luoyang and Han, as \"great metropolises\" and pointed out that the root of their wealth lies precisely in their position as transport hubs. Handan, connected northwards to Yan and Zhuo cities and southwards to Zheng and Wei cities. Linzi was a great metropolis between the sea and mountains; and Luoyang traded eastwards with Qi and Lu and southwards with Liang and Chu cities.
He further explained that when the Han dynasty unified the realm, it opened the passes and bridges and lifted restrictions on mountains and marshes. Thus, wealthy merchants and great traders circulated throughout the land and there was nothing that could not be traded. The Grand Canal also offered another good example. It gave rise to celebrated cities, such as Yangzhou, Huai'an, Jining and Linqing.
In short, once a unified state removes the barriers between the passes and bridges, merchants and travellers can then move freely, and cities flourished as a result.
Global connectivity is a matter of survival and development for Singapore. We now live in an era of profound geopolitical uncertainty. Ensuring multi-route, multi-modal connectivity has never been so important. As a small nation lacking in natural resources, having robust and diversified channels of global connectivity is key to maintaining our national resilience.
Today, Singapore has much to be proud of in international cooperation, the adoption of new technologies and building of high-quality infrastructure. But we must look to redouble our efforts.
Singapore needs to deepen cooperation with ASEAN member states, learning from our partners' strength and complementing one another. We need to build stronger physically and digitally integrated infrastructure that can operate under unified systems and standards without compromising national sovereignty and security. We need to increase investment in the application of AI in transport as well as AI governance research.
Embracing these frontier technologies can also help us simulate better scenarios so that we can be better prepared to meet challenges and improve precision and foresight and therefore, enhance our efficiency and productivity.
At the same time, we must be vigilant and do not displace our people in pursuit of economic gain because at the end of the day, all these efforts are meant to improve the lives of our people. We must therefore invest more in helping those already in the workforce to reskill or to pivot and be more deliberate in training our youth. This is not about building a talent pipeline and reserve for the land, sea and air transport sectors, but also about helping Singaporeans seize more valuable opportunities.
(In English): Mr Speaker, Singapore did not inherit our connectivity. We built it deliberately, chapter by chapter, and this House now holds the pen for the next one. Frontier technology, international cooperation and world-class hybrid infrastructure are the critical success factors that will cement Singapore's position as a global logistics, maritime and aviation hub and in turn determine whether we sustain our economic competitiveness and create good jobs for Singaporeans. I beg to move. [Applause.]
[(proc text) Question proposed. (proc text)]
Mr Speaker: Mr Dennis Tan.
Mr Dennis Tan Lip Fong (Hougang): Mr Speaker, I declare that I am a consultant in a law firm which services maritime and logistics businesses.
The Motion today calls on this House to affirm the critical importance of strengthening Singapore's long-term economic competitiveness by leveraging international cooperation, frontier technologies and world-class infrastructure to reinforce our position as a globally connected aviation, maritime and logistics hub and to anchor good jobs in Singapore.
I start with the standard of competitiveness and the changing horizon. We are not blessed with natural resources, a massive domestic hinterland nor an expansive geographical footprint. Capitalising on our geographical position, continuous investments and sustained developmental efforts since Independence have allowed us to establish Singapore as both a maritime and aviation hub.
In 2025, the Singapore Port handled 44.66 million twenty-foot equivalent units (TEUs) of container throughput while the bunkering sectors supplied over 56 million tonnes of marine fuel. Concurrently, Changi Airport has steadily recovered from the severe travel freezes of the COVID-19 pandemic, returning to high volumes of passenger traffic and air freight processing. We are now working on mega projects, such as the Tuas Port and Changi T5.
But Mr Speaker, past operational success does not guarantee resilience against future structural changes. The rules of global commerce are shifting. Competition in logistics, aviation and maritime operations is moving away from purely physical throughput towards ownership of the software, data systems and digital platforms that orchestrate these global movements. For example, value is rapidly shifting to the owners of global vessel tracking networks and automated AI logistic platforms rather than the physical ports they connect.
As we debate this Motion on preserving our long-term competitiveness, we must continue to evaluate the structural vulnerabilities underlying our transport hub status. We must actively fight to defend our share of the high value supply chain, ensuring that these digital and analytical segments remain anchored in Singapore rather than losing ground to rival digital hubs. If we focus solely on physical asset efficiency, we risk watching the true values of the global supply chain migrate to digital capitals elsewhere.
Next, the geopolitical crucible – regional disputes and hub resilience. Our long-term economic competitiveness cannot be divorced from our immediate geopolitical resilience. The past half a year has thrown our trade dependencies into sharp relief. The severe escalation in the Middle East following the outbreak of hostilities between the US and Iran in late February 2026 has severely disrupted shipping and energy flows through the Strait of Hormuz and shattered hopes of global supply chain normalisation.
The crisis has once again demonstrated how quickly geopolitical shocks can reverberate through international trade networks and affect interconnected economies, like Singapore. For the first time in recent memory, global maritime and aviation corridors have faced simultaneous closures. We must look closely at how these multimodal disruptions have impacted Singapore over the past six months to extract vital lessons for our future survival.
Next, the maritime hub – energy shocks and equipment contagion.
The closure of Hormuz has sent severe shock waves through our maritime transshipment and bunkering operations. First, the immediate halts of outbound crude oil and liquefied natural gas (LNG) from the Persian Gulf triggered an unprecedented global energy price shock. This inflated fuel costs rapidly, introducing extreme price volatility that severely squeezed carrier margins. Second, although primary East-West container shipping routes do not depend directly on the Persian Gulf, the conflict has nevertheless created significant knock-on effects across global logistics networks. Thousands of containers become stranded within affected regional supply chains, reducing equipment availability and disrupting normal cargo flows. As carriers rapidly reshuffled schedules, redeployed vessels and adjusted service networks, major transshipment hubs faced the challenge of accommodating irregular arrival patterns and maintaining operational reliability amid heightened uncertainty.
According to MOT, this capacity crunch led to severe vessel branching at the port of Singapore as container lines rapidly reshuffled schedules, omitted regional Middle Eastern port calls entirely and arrived at our berth in unpredictable, highly concentrated clusters.
Finally, the crisis has proven that neutral flags are no longer safe. Commercial vessels navigating adjacent routes have faced direct kinetic threats from drone strikes alongside sophisticated cyber threats, like satellite spoofing and global navigation satellite system jamming, driving global maritime insurance premiums to punitive highs. This included a Singapore-registered ship, the Ever Lovely, on 25 June 2026.
The lesson for Singapore is clear. The Maritime and Port Authority of Singapore (MPA) can accelerate strategies to anchor alternative multimodal trade corridors and aggressively diversify our bunkering and energy supply networks away from traditional geopolitical checkpoints. PSA can continually expand its dynamic yard capacity planning and utilise predictive AI tools to act as a reliable shock absorber when global schedules collapse.
Next, the air hub space constraints and a rerouting penalty. Parallel to the maritime shocks, extensive air space restrictions across parts of the Middle East have fundamentally reconfigured international aviation. The disruption has affected airline scheduling, fleet deployment and the operational efficiency of several major aviation hubs, like Dubai and Doha. The episode has also demonstrated the value of maintaining a resilient and globally connected aviation hub.
As airlines adjusted flight paths and network strategies to navigate operational uncertainties, Changi Airport and Singapore Airlines (SIA) were well positioned to capture the traffic opportunities arising from disruptions elsewhere. This reinforces the importance of operational flexibility and strong airline partnerships so that Singapore remains capable of responding rapidly when competing aviation corridors face disruptions.
However, these traffic flows come with operational challenges. Longer routing patterns around affected airspaces increase flight times, fuel consumption, operating costs and carbon emissions. While the Government's decision to postpone the implementation of the sustainable aviation fuel levy to January 2027 provides airlines with greater flexibility in navigating a volatile operating environment, Singapore must continue balancing sustainably objectives with the need to preserve Changi Airport's competitiveness as a global aviation hub.
To strengthen our air hub during periods of crisis, the Changi Airport Group (CAG) or MOT can consider targeted support measures to help carriers manage exceptional operational disruptions, while SIA can continue maintaining the fleet flexibility necessary to redeploy capacity rapidly across regions as circumstances evolve.
For the rest of my speech, I will be concentrating on certain issues affecting our maritime and logistics hubs.
Next, the strategic vulnerability – the adopter versus creator gap. While handling geopolitical crises requires tactical agility, solving our core structural bottleneck requires a profound policy shift across our maritime and logistics sectors. We are world-class technology adopters. When overseas firms developed advanced cargo hardware or automated systems, Singapore is usually the first to integrate and run them efficiently. Our state-backed operators excel at deploying capital to operationalise foreign innovations.
For example, while Tuas Port leads the world in automated fleet scale, its heavy autonomous vehicles and high-power charging architectures are built on large-scale procurements from foreign engineering giants, like Siasun and ABB. But let us ask an uncomfortable question: who owns the core software system?
The stark reality is that many local ship managers, airlines, freight forwarders and logistics operators continue to rely heavily on foreign-developed software platforms for critical operational functions. In shipping, it includes emissions monitoring and regulatory compliance. Operators rely on European systems, like Norway's Kongsberg. The management layer is dominated by Western or North Asian tech conglomerates. For voyage planning and fleet optimisation, the industry defaults to platforms like America's Veson nautical, vessel and asset management and also supply chain visibility in cargo tracking, and in this, the management layer is dominated by Western or North Asian tech conglomerates.
Across much of the global transport sector, the highest value software architects, data platforms and proprietary algorithms remain concentrated in major technology centres outside Singapore.
In the modern digital economy, physical assets are increasingly becoming commoditised. High margin value flows to those who own the digital platforms, capture data pipelines and control proprietary algorithms. If Singapore remains content with being an exceptional adopter of foreign technology, we risk becoming a low margin highway. The intellectual property and high value decision-making will increasingly sit somewhere else, such as Silicon Valley, Oslo or Shanghai.
Next, confronting legacy models and fragmented data. To bridge this gap, we must examine our underlying operations. Singapore holds over 200 international shipping groups and thousands of logistics firms, yet day-to-day workflows remain legacy- and relationship-driven.
For many businesses, including our SMEs or other companies operating and managing ships for Singapore, as an example, when a critical machinery anomaly or cargo delays occur at sea, the current process is still highly manual. The crew logs the issue via email or the vessels' planned maintenance system portal and shore coordinators rely on disconnected spreadsheets or personal networks to solve spare parts and reroute assets. This manual approach persist in many SMEs, even though modern ships generate a vast sea of real-time telemetry sensor data every second.
Our national research ecosystem, including agencies, such as the Agency for Science, Technology and Research, can support SMEs in developing and adopting AI-driven predictive maintenance capabilities that analyse real-time operational telemetry to identify abnormal equipment behaviour before failures occur. Such systems could support more efficient spare parts planning, minimise unplanned downtime and strengthen operational reliability. Over time, more intelligent inventory management may also reduce the need for vessels to carry excessive on-board spare part inventories while maintaining safety and resilience.
Next, re-evaluating our innovation and funding frameworks. The Government has poured significant resources into these sectors through the Maritime Innovation and Technology Fund (MINT). Successive industry transformation maps have pushed for foundational digital standards, sustainable field test beds and basic automated systems.
However, our funding philosophies remain too cautious, incremental and focus on short-term software adoption. While existing support schemes have played an important role in accelerating technology adoption and digitalisation across the sector, a significant proportion of industry expenditure continues to flow towards commercially available solutions developed overseas. Although these technologies can deliver immediate productive gains, they do not necessarily build Singapore-owned intellectual property or create global exportable platforms. In many cases, we have become successful users of technologies whose long-term economic value ultimately accrues elsewhere.
To anchor true long-term competitiveness, our funding models can also make a bold shift from subsidising technology adoption to financing proprietary creation.
Next, three proposals for technological leadership. To actively transform Singapore from a world-class transport operator into a global transport architect, I have three suggestions.
One, shift innovation funding to deep tech software and intellectual property. We can consider allocating dedicated tranches within the MINT Fund, specifically towards the development of exportable Singapore-owned intellectual property alongside existing technology adoption initiatives. These programmes can provide deeper co-investment support to consortia comprising of local universities, startup research institutions and transport operators working to develop bigger, globally competitive platforms. We must try to fund homegrown AI-driven global fleet analytics and end-to-end multimodal routing architectures coded and owned here. When international retailers look for global supply chain software, they should buy Singapore-made platforms, ensuring licensing revenues flow back into our economy.
Two, mandate share data standards via a national transport data trust. The greatest barrier to developing world-class transport AI is extreme data fragmentation. Every operator guards operational data carefully, often for legitimate commercial reasons. But this limits the ability of researchers and innovators to train powerful predictive models. Singapore successfully demonstrated how trusted data-sharing can work through the Singapore Trade Data Exchange (SGTraDex). We should therefore explore establishing a national transport data trust, a secure state-backed framework that enables participating operators to share anonymised operational data through common standards while safeguarding commercial sensibilities. Such a clean repository will hopefully attract top global AI talent.
Three, broaden global talent rotation to tech native tracks. I welcome the Maritime Cluster Fund Global Rotation scheme, which co-funds the overseas deployment of local media managers to build international leadership depth. This excellent initiative should expand across our logistics payloads. But we must ensure these rotation programmes include our tech native talent. We should intentionally allocate global rotation lines to local software engineers and data scientists from our transport agencies or companies, deploying them to global tech hubs, like Rotterdam or Silicon Valley. This will cultivate a specialised hybrid workforce that understands both deep code and ship operations.
Next, jobs. This extensive focus on platform architecture is fundamentally about safeguarding and upgrading high quality jobs for Singaporeans. Singapore continues to face challenges in maintaining a sufficiently deep pipeline of local Singaporean maritime professionals, particularly in specialised seafaring, engineering and operational roles that underpin our status as a global maritime hub.
For over two decades, the supply of local Singaporean mariners has faced structural pressures as fewer young Singaporeans choose seafaring careers. This creates a long-term challenge. It is difficult to design world-class ship management platforms, train advanced maritime AI systems or lead global maritime enterprises without professionals who possess deep practical experience at sea.
Equally, following the sale of Neptune Orient Lines (NOL), Singapore no longer has a national shipping line of the scale and strategic significance that NOL once represented. NOL was more than a commercial carrier. For generations of Singaporean deck officers and marine engineers, it provided a structured pathway to sea experience, rise through the ranks and ultimately, assume command responsibilities.
The impact was not only felt at sea. Many former NOL officers later transitioned to shore-based roles across ship management, maritime services, logistics, port operations, maritime law and ship finance. The company serves as an important pipeline for the wider maritime ecosystem, including public sector institutions and industry positions. My colleague, the hon MP Kenneth Tiong, will be speaking more on this.
Maritime hubs are ultimately built on people and expertise. Ports, vessels and technology can be acquired, but deep operational knowledge and technology takes decades to cultivate. We therefore need to ensure that Singapore continues to provide sufficient opportunities for our mariners to gain practical sea-going experience and develop into the future leaders of our maritime sector. Otherwise, we may one day find ourselves facing an uncomfortable prospect having to look overseas, even for some of the most critical leadership positions, such as our port master, marine superintendents, maritime regulators and industry leaders.
Mr Speaker, our national strategy must follow a clear multi-tiered approach. First, the Government must aggressively support and build operational and seafaring careers among Singaporeans to feed our critical onshore management roles. I call on MOT and MPA to significantly enhance our existing frameworks, such as the Tripartite Maritime Training Award. We must boost retention incentives, enhance mid-career conversion pathways and work with Singapore firms to improve shipboard working conditions and mental health support, making these foundational tracks attract our youths.
Simultaneously, deploying frontier technology must be our second strategy. Deep maritime technology is not about replacing our people. It should be about scaling them. By building advanced automated systems, remote fleet management system, predictive maintenance systems and operating firms in Singapore, we can better enable our workforce to leverage their irreplaceable operational expertise from onshore command centres in Singapore.
Mr Speaker: Mr Tan, you have less than a minute to go.
Mr Dennis Tan Lip Fong: Yes, Sir.
By combining practical experience with advanced analytics, we can transform traditional operational careers in the highly productive technology-enabled professions, ensuring that more high-value decision-making and better paying jobs remain in Singapore.
In conclusion, Mr Speaker, Singapore has never won by competing on physical size or sheer volume. We win by moving ahead of the curve. Today, the challenge is to master the digital and algorithmic architecture that commands our physical assets, like our ports. We must move decisively from an efficient technological adopter to an aggressive platform creator, shifting from operational excellence to global technological leadership. By capturing sovereign intellectual property, breaking data silos and building a tech-augmented local workforce, we can reinforce Singapore's position as the indispensable heart for maritime logistics for generations to come.
Mr Speaker: Mr Jackson Lam.
Mr Jackson Lam (Nee Soon): Mr Speaker, Sir, Singapore has always been more than just a place on the map. Our success has come from connecting people, businesses and ideas with the rest of the world. For a small island with no natural resources, connectivity has never simply been about transport. It has been about survival, resilience and economic competitiveness.
Today, this remains just as true. Our aviation sector contributes around 5% of Singapore’s gross domestic product (GDP) and directly employs more than 60,000 people. Our maritime sector is the world's largest container transshipment hub, handling a record 41.12 million TEUs last year, with around 90% of the containers transshipped through our ports. These figures reflect the confidence that global businesses continue to place in Singapore as a trusted gateway to Asia.
But we should never assume this position is guaranteed.
Across our region, countries are investing heavily in ports, airports and logistics infrastructure. Technology is reshaping global supply chains, while geopolitical tensions are making trade routes more uncertain. Businesses today are looking not only for the fastest route, but also for the most reliable and resilient one. In this environment, our future competitiveness will depend not only on the infrastructure we build, but also on how intelligently we use it.
That is why I believe Singapore should focus on three priorities.
First, we must become the world's smartest transport hub through AI and data. For decades, our competitive advantage has been operational excellence. The next leap forward will come from intelligence – AI. AI can optimise cargo flows, predict equipment failures before they occur, improve vessel and aircraft scheduling and detect supply chain disruptions before they become costly delays.
Imagine identifying a disruption at a regional hub hours before it affects Singapore, allowing shipping schedules to be adjusted automatically, or carrying out maintenance based on predictive analytics rather than fixed schedules, reducing downtime while improving safety. These technologies are no longer theoretical. They are already being deployed around the world.
Singapore has also made encouraging progress. MPA has launched Singapore's first Maritime Digital Twin, a real-time virtual model of our port that supports planning, risk management and operational optimisation. It is also working with industry partners to develop AI applications for route optimisation, fuel efficiency and predictive analytics. The next step is to connect these efforts across our ports, airports, logistics providers and customs systems into an integrated digital ecosystem. When trusted data flows securely across the supply chain, cargo moves more efficiently, businesses gain greater visibility and resources are used more productively. In other words, data itself becomes a source of competitive advantage.
Second, Singapore should aspire not only to be a transport hub, but also a transport innovation hub. Throughout our history, Singapore has succeeded not by inventing every technology ourselves, but by becoming the place where innovations are tested, refined and commercialised. We should apply that same philosophy to transport.
Many promising innovations are emerging from SMEs and startups developing AI-powered logistics platforms, autonomous inspection systems, warehouse automation and digital trade solutions. Our ports and airports should become living test labs where these companies can test their innovations in real operating environments. If a Singapore company develops an AI solution that improves cargo handling at Tuas Port or streamlines operations at Changi Airport, that solution can be exported across ASEAN and beyond. In doing so, we are not only exporting transport services. We are exporting Singaporean innovation, creating new opportunities for our enterprises while strengthening our position in regional value chains.
Third, as technology transforms transport, we must invest just as strongly in our people. Whenever new technologies emerge, there are understandable concerns about automation replacing jobs. Technology changes jobs far more often than it eliminates them. The real question is whether workers are given the opportunity to adapt.
As AI becomes embedded across our transport ecosystem, demand will grow for data analysts, systems engineers, cybersecurity specialists and digital operation managers. Our challenge is to ensure that Singaporeans are equipped to seize these opportunities. This also means to continue to strengthen our SkillsFuture, expanding industry attachments and supporting mid-career workers as they transition into emerging roles. It also means helping SMEs adopt new technologies.
Digital transformation should not be something only large multinational companies (MNCs) can afford. If our SMEs can access technology, talent and financing, they too can become part of Singapore's next growth story.
Finally, as we become more digital, we must also become more secure. Transport today depends on data just as much as it depends on roads, ports and airports. Cybersecurity, trusted digital identities and secure cross-border data flows are therefore matters of national competitiveness.
Businesses choose Singapore because they trust our institutions and the reliability of our systems. As our transport system becomes increasingly digital, maintaining that trust will become one of our greatest competitive advantages.
Mr Speaker, Sir, Singapore's story has never been one of standing still. Every generation has had to reinvent the foundations of our competitiveness. Today, we face another moment of transformation. Our future will not be determined simply by how many containers pass through our ports or how many passengers travel through our airports. It will be determined by whether Singapore becomes the place where technology, talent, trusted institutions and world-class infrastructure come together to create the transport ecosystem of the future.
If we succeed, Singapore will remain not only a leading aviation and maritime hub, but also the world's most intelligent, trusted and innovative transport hub, creating better jobs for Singaporeans, strengthening our economic resilience and reinforcing our position at the heart of global trade. Mr Speaker, Sir, I support the Motion.
Mr Speaker: Ms He Ting Ru.
Ms He Ting Ru (Sengkang): Mr Speaker, in a world that is in turmoil, in retreat from multilateralism, it is often tempting and, even some say, intuitive for us to hunker down and look to protect our own first.
Trump's Liberation Day tariffs, Brexit, the success of the far-right in many democratic systems are all reactions to the sense that many across the world have – that globalisation has failed, that we must batten down the hatches to ensure we work toward Singapore – whether me, we or otherwise – first.
Yet, I would argue that this world view risks going down the very same pathways that would further entrench polarisation. Competition and remaining competitive may have been Singapore's lifeblood, but I fear that focusing solely on competitiveness and protection would cause us to leave out areas of growth or potential that we must keep our sights on as we search to find ways and means in which to build a better future for our economy and our country.
It also becomes important to have a hard look at where we stand in a world where truly global supply chains are being unpicked, localised, rewired, where sanctions and trade barriers are being erected and weaponised. And the role that I believe we must play has to revolve around trust. Trust that we remain open, predictable and never an instrument of another's strategic goals.
And it is also why I believe that our way forward has to be a reframing of the role that we play in the world. Our foreign service teams and Government agencies have done well in promoting and upholding Singapore's role into the international economic order, but more can be done to emphasise Singapore's facilitative approach, that is, to promote Singapore not simply as a competitor but a connector.
We should move away from thinking about how we compete with other great ports of the world, how we capture trade flows at the expense of other hubs or to chase that higher ranking on a league table of port throughput, of airport connectivity.
We should not see our role as accumulating trade flows for ourselves, but instead as a connector for which we make the movement of goods, people, capital and ideas between other parties, smoother, safer, faster and more reliable.
I now turn to our trade infrastructure.
Apart from more obvious physical infrastructure, such as roads container ports and airports, we should stay attentive to the growing importance of digital public infrastructure. This is defined generally as foundational hardware, software, regulatory frameworks and networks which allow cross-border exchange of digital ordered or delivered goods and services.
Singapore already has an advantage in this area, particularly in terms of digital intensity. An Asia-Pacific Economic Cooperation (APEC) report published in 2024 ranked us among the best performing economies in terms of our overall digital infrastructure and digital governance frameworks. However, the same report shows a dip in Singapore's relative rank in the people pillar, defined as how well the economy's human capital leverages technology.
This seems to be borne up by our attempts to digitalise our logistical supply chains. Way back in 2007, Singapore launched TradeXchange to provide seamless interconnectivity among commercial and regulatory systems for the Singapore trade and logistics community. In 2018, this was replaced by the Networked Trade Platform.
However, this now appears to have been replaced by SGTraDex, the Singapore trade data exchange launched in June 2022. This platform was backed by the Infocomm Media Development Authority and aims to streamline information flows and promote efficient data sharing across the fragmented global ecosystem through a common data highway. This new system was launched to facilitate digital trade and deter fraudsters, which became even more pressing in the wake of fraud allegations at trading companies and as demonstrated, itself, as a proof of concept.
Yet publicly available data suggests that SGTraDex, like TradeXchange and the Networked Trade Platform before it, has not achieved universal use. Could the Minister thus clarify what progress have been made in terms of working towards the Government's declared adoption and value creation metrics, and to what universal usage of the system and also details of how this platform is used beyond our shores? Additionally, what were the learning points taken on board from the previous attempts and attempted roll-outs of proceeding platforms?
More broadly, Singapore plays an important role in shaping the global digital economy, whether through its network of digital economy agreements or by co-convening the Joint Statement Initiative on E-Commerce at the World Trade Organization. Our agencies deserve commendation for their success in positioning Singapore as a connector despite the highly contested international digital trade landscape.
Nonetheless, as Singapore plays this high-level role, we must look beyond the important but ultimately top-line questions of Singapore's competitiveness in such frameworks. Instead, we must pay more attention to whether such initiatives actually better the lives of our residents and generate value for our businesses. In particular, we must go beyond helping SMEs digitalise and instead equip them to take advantage of internationalisation in the digital economy so that they are not just moving more effectively digitalising as businesses but evolving to become more valuable in the digital economy.
That Singapore is seen as relatively weaker in the people pillar of the digital economy could mean that there is room for improvement. It suggests that Singaporeans and Singaporean companies are benefiting less from the digital economy when compared to those in other economies.
We must also concern ourselves with the possibility of large MNCs dominating high-value ecosystems while local enterprises take up low-value, low-margin activities.
Thus, could the Minister provide more details on our efforts thus far in countering economic enclaving and on our plans to enable SMEs to continue playing their part and building Singapore's role as a connector?
In view of this, we should think carefully about the apparent gap between our Government's efforts, whether domestic or international, and the actual benefits felt by our people and companies. While we were recently told that median household market incomes for residents crossed the $12,000 mark, many Singaporeans still worry about wages relative to housing, transport, caregiving and assorted cost of living. There is a sense that even Singaporeans earning decent wages cannot feel secure, particularly when contrasted against job security in an age of AI and digitalisation, and the safety nets available if they are rendered irrelevant by a fast-changing and cut-throat economy.
Our SMEs too, may struggle to see how the high-level agreements signed by our Government have helped them, if the value of any unlocked opportunities are snapped up by larger players and they remain confined to an ever smaller margin. Could the Minister therefore share how the Government assesses whether our digital economy and connectivity strategies are translating into tangible gains for the average Singaporean and Singaporean firms, not only in aggregate data, but in an economy clearly oriented towards better jobs, stronger local enterprises, greater SME participation and a clear pathway for ordinary citizens to benefit from the future phases of growth?
Any discussion about our role in global trade will not be complete without taking into account geopolitical complexities. Singapore needs the free flow of goods, people and data to survive as an island and prosper as a trade-dependent economy. This reality makes us susceptible to geopolitical upheavals, major power rivalries and conflicts, even those far beyond our borders and control. But none of this implies that Singapore cannot and should not do more to mitigate the transportation and connectivity risks we face.
We cannot overstate how exposed Singapore is. News reports and Government data suggest that shipping, maritime, aviation and related industries account for around 12% of Singapore's GDP. For Singapore's trade flows, which are about three times our GDP, 90% depends on sea lanes. Furthermore, we continue to rely on imports to meet our energy needs and our nutritional needs, especially given our move away from the \"30-by-30\" sufficiency goal. If Singapore's connectivity with the world is disrupted, we will find it hard to make a living, to keep the lights on or even to put food on the table.
Conflicts in Europe and the Middle East have directly affected everyday activity in Singapore, and we continue to feel the consequence today when we pay our utility bills, fill our gas tanks or shop for daily groceries.
The expansion of modern conflict includes attacks on critical infrastructure, such as damage to submarine cables around the Baltics, Taiwan and the Red Sea, or the use of economic coercion and other grey zone tactics, whether these are blockades or disinformation campaigns, underscore how Singapore and Singaporeans may bear the brunt and costs of these apparently far away developments, even if we are not direct parties to the conflict.
Faced with such tumult, we cannot afford to settle for being an oasis of superficial stability. Instead, we must actively assure both Singaporeans and international partners that Singapore will remain reliable, valuable and connected in any future scenario.
So, while the current Government looks at enhancing Singapore's position as a transportation and communications hub, I would like to seek more details on our plans for making Singapore the location of choice, despite our earlier mentioned exposure.
In the plans for transportation, could the Government lay out more fully how they intend to mitigate the risk of Singapore being cut off from global and regional transportation networks and communication lines? Could the Minister clarify the specific risk frameworks and contingency plans that would keep Singapore connected if key maritime, aviation, digital or energy supply routes are disrupted and how these plans and frameworks are coordinated across agencies?
Singapore has been severely tested in the past. The COVID-19 pandemic tested resilience of our open economy, bringing to light potential choke points in our access to labour and critical supplies. But today's crises are more complex and fractious, and the coming challenges may be even more wide-ranging and long-lasting. Deeply integrating contingency planning into the transportation plans at hand will help reassure citizens and partners alike.
To conclude, Mr Speaker, as the world is becoming more volatile and less forgiving, Singapore must redouble efforts to remain globally indispensable and to work to fortify the stable international order on which our prosperity depends. In doing so, we must champion connection and collaboration instead of close-minded focus on competition.
But this larger strategic view must never obscure the real value of economic success. We do not pursue growth or connectivity for their own sake. We do so for Singaporeans. We must pay closer attention to whether our policies are really helping our workers, households and businesses feel that our lives are getting better and that we are equipped to face the future economy.
Even as we continue deepening our connections with the world, Singaporeans rightly want to know how we are buffering ourselves, how we ensure sufficiency of food and essential supplies, how we strengthen resilience in transport and logistics, and whether we have baked contingency planning into our economy and infrastructure.
Singapore's development story, the role that we play in connecting the world, has never been just a \"once-off\" miracle. Instead, ours is a story of constant adaptation, renewal and resolve. We have to prove that our small open country can remain deeply connected to the world while retaining a fair, inclusive and ultimately resilient economy. Thank you.
Mr Speaker: Ms Poh Li San.
Ms Poh Li San (Sembawang West): Mr Speaker, as we debate on the future of transport in this Motion, I would like to propose establishing Singapore as an international green air hub as a new growth engine for our aviation and aerospace industry. In relation to the language in the Motion proposed, I will focus on two points: frontier technologies and good jobs in Singapore. I hereby declare my interest as an employee in the aviation sector.
We are at the critical juncture today. We are committed to specific green goals, including on carbon emissions. We are also committed to building a vibrant aviation industry to provide good jobs and continued growth, but we cannot meet both ambitions under the current \"business as usual\" paradigm.
We need a leap of imagination and technology, a completely new way of doing things. It is a risky move, but we have made decisive breaks before.
Five decades ago, we made a big bet to move our airport from Paya Lebar to Changi. We put in place attractive air hub policies, make concerted efforts to grow airlines, airports and ground-handling capabilities. Today, we have a successful and multiple award-winning Changi Airport and SIA. Changi Airport is now ranked fourth business busiest airport in international passenger traffic and SIA has clinched the world's best airline successively.
Changi Airport is also one of the world's largest air cargo transshipment hub. Today, the aviation industry accounts for 5% of Singapore's GDP, or around $30 billion. Planning and construction for T5 is currently underway to create future capacity to handle up to 114 million passengers per annum, and SIA currently has 164 aircraft in its fleet, with another 49 aircraft on its order books.
The aerospace maintenance, repair and overhaul (MRO) industry houses regional headquarters for more than 130 companies, including leading ones such as Airbus, Boeing, Rolls Royce, Pratt and Whitney, and so on. And Singapore's aerospace output exceeded $18 billion in 2024 and accounts for about 10% of global MRO output.
This series of successes in our aviation sector are not coincidental. It took many years of long-term planning, significant investment, systematic development and well-coordinated implementation. The same big leap to create our new and next competitive advantage must begin now.
Our Singaporean psyche of \"never rest on our laurels\" and \"plan for rainy days\" will keep us thinking of how do we stay ahead of competition, not just by doing more of what we excel in, but to identify critical weaknesses and develop new competitive advantages.
In key air hubs around the world, there are three constraints limiting growth. First, capacity; second, manpower; and third, carbon emissions.
With the third runway completed and T5 construction underway, the first constraint on capacity growth is being addressed.
The second constraint on manpower is an ongoing challenge. Many airport staff had left the industry during the pandemic. We have an ageing population and worsening climate conditions.
To tackle this, we have started concerted R&D innovation efforts in Changi Airport over the past few years, leveraging technology developments in AVs, robotics and AI. In the next decade or so, we should see a new generation of autonomous solutions deployed, particularly in traditionally manpower heavy roles, such as in-ground handling and facilities management. Also, the Civil Aviation Authority of Singapore (CAAS) has launched the One Aviation Manpower Fund to attract and retain talents in the aviation sector, with some $200 million of government grant allocated.
The third constraint in carbon emissions is probably the hardest to crack. In a recent report published by Transport and Environment, an aviation think tank, Changi Airport is ranked ninth in the world in terms of Scope 3 carbon emissions. As an expanding air hub, Changi Airport will inevitably chalk up higher carbon emissions so long as aircraft engines continue to burn jet fuel.
In 2024, CAAS released the Sustainable Air Hub Blueprint, the key recommendations included improving the efficiency of air traffic management, increased solar panel deployment in Changi and Seletar airports, expand the use of clean energy around ground vehicles and adopting sustainability aviation fuel by airlines. The Sustainability Aviation Fuel Levy Bill was passed in October 2025 in this House and will take effect from 2027, barring further delays.
The goal is to create certainty in aggregate demand, so as to prime local sustainability aviation fuel production at-scale by key producers, such as Neste.
In 2022, Neste established the world's largest sustainability aviation fuel production facility in Singapore. The intent is to start small with 1% to 3% sustainability aviation fuel uplift, because the price of sustainability aviation fuel is currently at least two to five times the cost of normal aviation fuel. Coupled with the recent war in the Middle East that already drove fuel prices to double their original levels, aviation authorities worldwide will be reluctant to mandate a more aggressive sustainability aviation fuel policy.
Moreover, feedstock availability to produce sustainability aviation fuel is limited, so the ability to meet long-term supply capacity at the market competitive cost may still be in question.
Like all fossil fuels, the supply of aviation fuel will one day run out. In recent years, there are two other streams of technology development for aircraft powered by clean energy.
In 2020, Airbus announced the hydrogen powered aircraft concept, ZEROe, for roll-out in 2035. However, presumably due to uncertainties of hydrogen as a fuel and the challenges of deploying hydrogen in an operational environment, Airbus has shelved the ZEROe prototype from 2035 by five to 10 years. Instead, Airbus announced, in March 2025, the Open Fan engine, next-generation single-aisle hybrid-electric aircraft that will enter operations in the second half of the 2030s.
Meanwhile, another track to design and manufacture battery-operated hybrid-electric and electric aircraft has been progressing steadily. With the rapid improvements in battery technology, it is estimated that in 15 years' time, hybrid-electric aircraft flights for short-haul flights within a range of 1,000 nautical miles will become a reality.
From Singapore, popular destinations within a 1,000 nautical mile radius include Kuala Lumpur, Jakarta, Phuket, Langkawi, Medan and Tioman. Worldwide, about half of flights operated are short-haul flights under three-hour flight times and up to 1,000 nautical mile range. Short-haul flights create four times more carbon emissions per seat, compared to long-haul flights. Hence, decarbonisation of short-haul flights should be prioritised and switching them to fully electric flights will reduce overall aviation carbon emissions by an estimated 20%.
As battery technology developments have been making rapid progress, hybrid-electric and eventually, fully electric aircraft could replace conventional aircraft for these routes. This is a game changer in carbon emissions reduction, and we must spot the trend and the technology early. If we can do so and establish ourselves as an international green air hub, that will not only address our growing carbon emissions challenge, but also cement our position in sustainable aviation and in turn, create many new opportunities for Singapore's aviation and aerospace industry.
We have done this before for new technologies in the past. For example, the Economic Development Board (EDB) brought in Hyundai Motors Group to set up its electric vehicle (EV) manufacturing plants in Singapore, even though we did not have any car manufacturing track record and facilities.
To become an international green air hub, Singapore can be established as a centre of excellence for the R&D of hybrid-electric and electric aircraft, manufacture the aircraft parts in land abundant Johor, under our Special Economic Zone collaboration framework, assemble the aircraft back in Changi East Industrial Zone and finally, test flight the aircraft in Changi Airport. This approach is how Toulouse became the home of Airbus and Seattle became the home of Boeing decades ago. However, with trillions of dollars worth of back orders, neither of these two hubs are focused on becoming hubs of the future aircraft.
We are already halfway there. We are an established international aviation and aerospace hub, with a mature and thriving ecosystem of aviation, original equipment manufacturer (OEMs), MRO facilities, IHLs training aerospace engineers and technicians, 80 airlines, three runways and we will have five terminals and a new aviation industrial zone. We have a biennial Singapore Airshow and a very pro-innovation, pro-investment funding and financing environment.
Moreover, Singapore sits in the centre of the world's fastest growing region for aviation, comprising India, China and Southeast Asia. The carbon emissions in the supply chain logistics in terms of aircraft manufacturing, assembly testing and delivery would be minimised.
There is a famous saying by a Chinese philosopher, Mencius: \"To achieve success, the right timing, right place and right people must coexist.\"
Now is the time, Singapore is the place, what is needed to turn us into an international green air hub is the right partners who share this ambition and are willing to work together to realise this vision.
Our Singapore is already home to the regional headquarters of conventional aircraft manufacturers, Boeing and Airbus, smaller aircraft manufacturers, such as Embraer and Avions de Transport Régional, and new players in the electric aircraft space, such as Elysian Aircraft, Heart Aerospace, Nimbus Aviation, Electra and Mitsubishi Aircraft Corporation, are mostly based in the Western world in North America and Europe.
Similar to how the Chinese EV manufacturers are disrupting the automobile industry, this electric aircraft companies will be the new darlings shaping the future of the aviation industry. The first step is to attract this disruptors, electric aircraft manufacturers to set up base in Singapore for R&D. Next is to connect them with funding platforms, such as the National Research Foundation (NRF) and EDB, as well as the private and institutional investors and banking sector financiers. Under the Research, Innovation and Enterprise 2025 Plan (RIE2025), significant R&D funding for aviation sector, for manufacturing, trade and connectivity purposes has been set aside.
And finally, to connect the electric aircraft manufacturers with their potential customers, namely major airlines operating short-haul routes in the region, such as SIA, Scoot, Lion Air, AirAsia Group and VietJet.
The value we bring as an established international air hub to these electric aircraft manufacturers is invaluable, because they can immediately plug into a robust and ready machinery, and fulfil fast-growing aggregated demand, financed by low-cost and abundant funding. The aircraft manufacturers can stay focused on their niche expertise and bring product to market in the shortest time.
Finally, what is all this for? An international green air hub does not just benefit the aviation industry. It is an asset for all Singaporeans. We will be an R&D Centre of Excellence for the IHLs and young aerospace engineers for the long term. Currently, the National University of Singapore and Nanyang Technological University both offer undergraduate courses in aerospace engineering. Graduates may join MRO companies like ST Aerospace or aircraft engine companies like Rolls Royce, but doing mostly maintenance work.
One of my young residents, N, 18 years old, is an aspiring final year student at Ngee Ann Polytechnic, studying aerospace engineering. She is mulling over whether she should continue to pursue a university degree in aerospace engineering or a more traditional engineering degree in mechanical engineering. She shared that if there are more exciting R&D opportunities in aerospace, like designing and manufacturing an aircraft, her decision would have been very clear.
Young Singaporeans want to be challenged and we can create opportunities for them. We can also attract world-class talents in aerospace engineering to work and live here. In time, Singaporean engineers and designers can become world-class leaders in this nascent field.
More importantly, aviation manufacturing is a high tech, high value industry and these new career pathways will create many high-paying jobs. They can apply the latest AI and 3D printing technologies to design and build an electric aircraft from scratch. Adrian Gooz and Akim Niyonzimas, the founders of Nimbus Aviation, shared that his team used AI and 3D printing to design and build its aircraft prototype, massively reducing the cost of R&D and the time required to commercialise a solution.
Moreover, many young people very much care about the environment and want to contribute to the decarbonisation journey. Creating an electric aircraft that can dramatically reduce aviation carbon footprint would be a dream career for many young engineers.
Mr Speaker, as I said earlier, we are today at a critical juncture. It is our time for an ambitious goal for air transport, from Paya Lebar to Changi almost 50 years ago, from fossil to green aviation today.
I hope the Minister for Transport and his team will carefully consider my proposal to create an international green air hub and grow the Centre of Excellence for electric aircraft manufacturing in Singapore. This will be a new engine of growth. This is the use of frontier technologies to secure good jobs for Singaporeans.
This is the story of the past, which has given us our prosperity and our place in this world today and this can be the story of our future – and we must take to the skies and reshape our destiny once again. Mr Speaker, I support the Motion.
Mr Speaker: Mr Fadli Fawzi.
Mr Fadli Fawzi (Aljunied): Mr Speaker, hardly anyone in the House will disagree that our openness to the world and our world-class infrastructure are key reasons for Singapore's prosperity. Our major gateways like Changi Airport and the Port of Singapore have enabled our nation to punch above our weight. Our future success will rely on us being at the forefront of connecting people, markets, ideas and capital.
Today's Motion affirms the role of a world-class infrastructure in reinforcing Singapore's position as a global transport hub and anchoring good jobs in, Singapore. All of us here can appreciate how and why this is important.
However, I hope the House will join me in reflecting whether our world-class infrastructure should only have the purposes of consolidating our status as a transport hub and anchoring jobs here. Should we not ponder on the question who should our world-class infrastructure serve? Should our class infrastructure merely facilitate the movement of capital, goods and talent across borders? Or should it also improve and enhance the everyday lives of Singaporeans?
My answer, Mr Speaker, is that our world-class infrastructure should not just create economic opportunities for Singaporeans. No doubt that is an important objective. However, it is also imperative that our class infrastructure is something that serves our citizens directly.
As far as possible, our infrastructure should not merely facilitate Singaporeans getting good jobs but also tangibly improve the lived experiences of our people. By this, I mean ensuring that Singaporeans can genuinely enjoy or benefit from our infrastructure.
Changi Airport offers an example of what I mean. Changi is unquestionably a world-class aviation hub. It is also well loved by Singaporeans, something that we all are proud of. Even if one is not catching a flight, one can spend an afternoon at Jewel. Families can gather there for meal at one of the many wonderful restaurants. Couples can go for a date at the Canopy Park and everyone, young and old, can enjoy the Rain Vortex.
Changi Airport is an excellent model of infrastructure that generates economic value while simultaneously enriching the everyday lives of Singaporeans. Yes, the airport creates job opportunities but it also offers social and recreational amenities to ordinary Singaporeans, including those who are not frequent flyers. And I think it is good that Changi Airport is not merely the preserve of jetsetting elite but open to all Singaporeans in the sense that there will always be something for someone to do that even if they are not catching a flight.
Sir, this element of public access is what our world-class infrastructure should always aspire to include. In our pursuit to be a globally connected aviation, maritime and logistics hub, we must ensure that Singaporeans are not and do not feel alienated from the world-class infrastructure which underpins and makes possible the hub status.
Allow me to further illustrate my point with the more mundane example of expressways. They undoubtedly facilitate trade and logistics. Goods can be efficiently transported from our port terminals to our industrial estates and commercial zones and vice versa.
But while we appreciate the economic efficiencies created by our network of expressways, we should also keep in mind that two-thirds of Singaporean resident households that do not own cars, including myself. Non-car owning Singaporeans can only directly benefit from an eight-lane expressway if they are riding in a private hire car, or one of the bus services that ply an expressway sector.
It is thus heartening that the upcoming of North-South Corridor is designed to be multimodal with dedicated bus lanes and cycling paths to allow as many ordinary Singaporeans, including those who do not own cars to directly use and benefit from the new expressway.
These two examples of our airport and our expressways hopefully clarify my point that our infrastructure should be designed with public access in mind. Our people should be able to use our world-class infrastructure to enhance our immediate quality of life.
Sir, while we are on the topic of public access to our world-class infrastructure, I want to reiterate the Workers' Party's (WP's) call for public transport to be made free for seniors and people with disabilities during off-peak periods.
I have previously in raised in this House that the Freedom Pass in London is a worthy model to consider emulating. The Freedom Pass is given to London residents above the age of 66 and those with eligible disabilities to freely travel across the Transport for London network. There are, however, peak hour restrictions on weekday mornings for holders of the older persons' Freedom Pass.
There is a study on the Freedom Pass, which was published in 2014, and I hope to read part of the abstract into the record. In their article, \"More than A to B: the role of free bus travel for the mobility and well-being of older citizens in London\", the author stated that \"travelling by bus provided opportunities for meaningful social interaction. Travelling as art of the 'general public' provided a sense of belonging and visibility in the public arena, a socially acceptable way of tackling chronic loneliness. The Freedom Pass was described not only as providing access to essential goods and services but also as a widely prized mechanism for participation in life of the city.\"
What the research suggests is that providing free travel on public transport helps with seniors' well-being and enables their civic participation. Crucially, it makes senior citizens feel like they belong and have a place in society.
This comes back to my earlier point that Singaporeans must not feel alienated from our world-class infrastructure. Singaporeans, regardless of age or means, must be able to use that infrastructure, not merely benefit economically from them.
I should acknowledge that my hon friend from Sengkang, Assoc Prof Jamus Lim, had also called for off-peak public transport to be made free for seniors and persons with disabilities during the 14th Parliament. The then Minister for Transport, S Iswaran, rebuffed this proposal with the warning that the ensuing financial burden is by no means insignificant.
The WP has consistently argued that public transport should be viewed primarily as a public service rather than a profit centre. Especially for our seniors, public transport helps to fulfil important non-material needs such as for companionship, community and belonging. These are sometimes overlooked when we consider the matter only in terms of dollars and cents.
Sir, the Freedom Pass has demonstrated its value for the senior citizens of London. As Singapore becomes a super-aged society, I believe that our senior citizens here similarly deserve their own Merdeka Pass.
Mr Speaker, the Motion also mentions the role of frontier technologies in anchoring good jobs in Singapore. While AI threatens to change the face of many professions, we continue to face persistent labour shortages in the public transportation sector. Currently, less than a third of bus captains are Singaporeans. The Acting Minister for Transport has also acknowledged that recruitment and retention are the biggest challenges preventing further expansion of the bus network.
Frontier technologies, like AVs, could offer a potential solution. AVs have already been trialled in Punggol to ply short, fixed route services and self-driving public bus services will also be piloted in Marina Bay and One-North from the second half of 2026.
Should the self-driving public bus service pilots in Marina Bay and One-North be successful, I would like to suggest that the Land Transport Authority (LTA) next consider deploying self-driving public buses to build a network of night bus services. We could start by running self-driving night buses along existing Mass Rapid Transit (MRT) lines when these lines are closed during the overnight hours. Late night bus services have in the past suffer from low ridership and the NightRider and Nite Owl Services have been discontinued since the COVID-19 pandemic.
But even before the pandemic, we never had a proper network of late bus services that replicate even on a limited basis the connectivity provided during daylight hours, unlike in other major global cities like London, New York, Hong Kong or Beijing. The pre-pandemic NightRider and Nite Owl services only operated uni-directionally, from the city to various housing estates, and primarily serviced people having a night out in the city.
But a proper network of self-driving late night buses bus services, running along existing MRT lines would be truly revolutionary for Singapore. It would not just benefit Singaporeans enjoying the nightlife, but also people who finish or start work after the MRT shuts down, and staff and travellers going to the airport for late night flights. Affordable late-night mobility should be part of a vibrant, world city like Singapore. And with AVs, what was previously economically and logistically infeasible could become a reality.
I urge LTA to seriously consider trialling self-driving buses on bus routes overnight as well, as this is a use case that could benefit many Singaporeans while traffic levels and any risk posed by the AVs to public safety are also much lower.
Eventually, we can even consider expanding AVs to support school bus services, which is another area where a shortage of drivers and rising cost pressures have made it more difficult for school bus operators to sustain operations. For example, AVs could be used to shuttle students who live more than four kilometres from their school since bus operators are now no longer contractually required serve them.
This is not to suggest that automation is a substitute for valuing human work. Even with AVs, Singaporeans will continue to depend on thousands of bus captains for the foreseeable future. While we rely on AVs to supplement our manpower needs, we must continue to make sure that our bus operators enjoy the wages, career progression and working conditions that commensurate with the skills and socially valuable work that they do. Bus driving should be seen as a profession Singaporeans should be proud to enter and not simply one that we struggle to fulfil.
Sir, in this speech, I only want to affirm that ordinary Singaporeans should not feel alienated from the world-class infrastructure sitting in our country.
As we have seen with Changi Airport, Singapore is capable of building infrastructure that both impresses the world and benefits the lives of Singaporeans. Changi drives our economic competitiveness while simultaneously being a place for Singaporeans to gather, relax, celebrate and create memories.
So, as we develop the infrastructure befitting a global hub status, I hope the House can appreciate that the real measure of a truly world-class infrastructure is whether the people who build our country can truly enjoy it.
Mr Speaker: Mr Ang Wei Neng.
Mr Ang Wei Neng (West Coast-Jurong West): Mr Speaker, Sir, I rise to speak on a future that is no longer a distant sci-fi movie, but a reality knocking aggressively at our doors: AVs. Before I proceed, I would like to declare my interest as the chief executive officer of Strides Premier, a subsidiary of SMRT.
As someone who has been in the transport sector for years, I have watched this space very closely. Almost 10 years ago, I took my very first AV ride with nuTonomy at One-North. It was groundbreaking for its time, but looking back, it was quite basic. If there was a simple obstacle on the road, the vehicle came to a dead halt, it could not even overtake.
Fast forward to the last couple of years. I have personally tested Waymo in the US, Mobileye in Germany, Baidu Apollo Go, WeRide and Pony.ai in China. The leap in technology is staggering. These are no longer mere \"experiments\". They are fully mature robotaxis taking fare-paying passengers, navigating complex mega-cities daily. Globally, over 10,000 robotaxis are already deployed across the US, China, Europe and the Middle East. Meanwhile, here at home, we are also conducting localised AV trials in Punggol.
Mr Speaker, the technology is ready. But the critical question is: are our people ready?
To understand what is at stake, we must look at the human face of the point-to-point (P2P) transport sector. In 2013, before the explosion of private hire cars (PHCs), Singapore had over 28,000 taxis. Today, the taxi fleet has shrunk to about 12,000, but we now have over 60,000 PHC drivers. Combined, that is over 70,000 Singaporeans earning a living on our roads.
For many of them, driving is a job of the last resort. It is the safety net that keeps their families afloat, bringing home an average of about $3,000 a month. Many have opted this line of job due to changes in industries. Driving taxis or PHCs, for some, is the job of last resort to maintain an average salary. If AVs were to replace just 10% of this fleet, displacing 7,000 drivers, where will they go? It will be an uphill battle for Singapore to find equivalent jobs with similar pay for 7,000 of our fellow citizens. Not all of them will be able to adapt to new jobs associated with our new AI-led economy. We cannot afford to let them become the collateral damage of progress.
Therefore, I would like to urge MOT and our tripartite partners to take a proactive, human-centric approach to this transition. I suggest a clear, strategic framework to deal with this situation.
First, we need to strategically deploy AVs to areas that are currently underserved by our pool of P2P drivers. Every day, passengers struggle to find rides to remote industrial areas like Tuas and Jurong Island, and to some extend, leisure spots like Sentosa and Mandai Wildlife Reserve – because drivers are reluctant to go there due to the low chance of finding a return passenger. Similarly, finding a ride in the wee hours of the morning remains a challenge for many commuters. Let us consider deploying AVs to plug these exact operational gaps and serve the underserved, rather than pitting machines against our drivers in high-demand zones.
Second, we must look at retraining with a dose of realism. I urge MOT to collaborate with the National Trades Union Congress (NTUC) or the Employment and Employability Institute (e2i) to convert some of our displaced P2P drivers into controllers at AV operations control centres to monitor fleets and to take over the AVs during unusual circumstances and during emergencies.
However, we need to be brutally honest with ourselves. This cannot be the only solution. As each controller is expected to oversee up to 15 AVs concurrently, the math simply does not add up. There will not be enough controller jobs for every displaced driver. Furthermore, these roles require entirely new tech skill sets that some existing drivers may not possess.
Therefore, MOT and NTUC need to work aggressively with various agencies, including the Ministry of Trade and Industry (MTI) and social service sectors to provide comprehensive Career Conversion Programmes (CCPs). We need to look beyond land transport and transition these drivers into other structural growth sectors of our economy, such as healthcare, or our booming aviation sector, including the upcoming new T5. It is highly unlikely that AVs will displace a massive number of P2P drivers in the near term, but we must start planning today, so that our people will be prepared.
Finally, Mr Speaker, we need a dual-speed strategy. While we have to move cautiously on robotaxis to ensure safety and because of the direct impact on Singaporean livelihoods, we should do the exact opposite where we face severe domestic shortages. We must deploy AVs where we have a high reliance on foreign labour.
Look at our public buses. LTA recently had to work with Public Transport Operators to significantly increase the starting pays and sign-on bonuses for bus captains. Why? Because local manpower is shrinking. In 2021, Singaporeans and Permanent Residents made up 54% of our bus captains. By 2025, that number dropped to just 41%, a worrying 13% drop.
Assuming they are completely safe, autonomous buses are the exact solution we need to mitigate this acute domestic manpower crunch. LTA is already trialing AVs for bus services 400 and 91, but we can consider doing more. I urge MOT to consider investing more capital, pouring in more resources and moving with a much greater sense of urgency.
The same logic applies to our maritime and aviation sectors. These critical economic engines have a heavy, structural reliance on foreign labour where deep automation would be immensely valuable. However, unlike robotaxis, AV deployment in these heavy industrial sectors yields lower immediate commercial returns, making private players hesitant to shoulder the massive upfront risk alone. MOT and the related agencies could intervene, co-invest and accelerate adoption by making far better use of the NRF's funding under the RIE2030 framework. Instead of small, isolated pilots, we need to direct these national resources toward high-impact, scaled-up industrial applications.
At Changi Airport, we also need to aggressively expand airside trials, utilising autonomous baggage tractors to optimise the ferrying of luggage and cargo dollies between terminals and aircraft. Simultaneously, at the Tuas Megaport, we need to accelerate the trial and push for the full commercial maturity of AGVs to replace foreign container truck drivers. By boldly backing these strategic sectors, we can solve our structural labour constraints while firmly securing Singapore's position as a premier, future-ready global transport hub. Mr Speaker, in Mandarin, please.
(In Mandarin): [Please refer to Vernacular Speech.] In early June this year, at the invitation of LTA, I brought nearly 50 residents and grassroots leaders to Punggol to personally experience a ride in the AVs. Although a safety driver was present onboard, residents could see it clearly for themselves that the steering wheel in the AV was turning on its own. Throughout the entire 20-minute journey, there was no need for any human intervention whatsoever. When obstacles appeared on the road, the self-driving car navigated around them with ease and continued on its way. One resident remarked with wonder: \"With my eyes closed, I wouldn't have known I was in a self-driving car at all.\" I smiled and asked: \"If there were no safety driver in the AV, would you still dare to ride in it?\" Another resident immediately replied: \"I'd want to even more – because without a driver around, you'd have more privacy!\"
The positive response from residents surprised me somewhat. Everyone marvelled that self-driving cars were no longer a scene in a science fiction movie, but a reality right before our eyes. Yet even as people were excited about the technology, a moment of silence fell and residents, almost in unison, gave voice to a deep and shared concern: what will become of our taxi drivers and ride-hailing drivers in the future?
Mr Speaker, this is precisely the point that strikes closest to my heart. In Singapore, more than 70,000 taxi and private-hire drivers brave the roads day in and day out to earn their living. For them, ferrying passengers is the safety net that keeps their entire families fed, housed, and clothed.
While AVs may not pose too great a disruption to them in the near term, we must plan ahead. We cannot wait until the rain has soaked us through before thinking to find shelter. The tripartite partners must begin working together now to find alternative pathways for affected taxi and private-hire drivers. We cannot allow these drivers who have quietly served Singapore all these years to become casualties of technological progress. On the contrary, we must help them through the transition and make them a vital new force across our emerging industries.
(In English): Mr Speaker, Sir, disruption is inevitable, but hardship for our workers is not. Innovation is a tool, but compassion must be our guide. Let us prepare Singapore for the AV revolution, not by rushing to replace our local drivers, but by strategically using technology to solve our deepest manpower deficits, while protecting, retraining and honouring the human beings who keep our nation moving every single day. I support the Motion.
Mr Speaker: Mr Kenneth Tiong.
Mr Kenneth Tiong Boon Kiat (Aljunied): Singapore is a maritime nation in the fullest sense – the world's busiest container transhipment port, the world's largest bunkering hub, and by one global ranking, the leading maritime city on the planet.
The sea is not one sector among many for us; it is the foundation we were built on. We are an island that imports more than nine in 10 of our calories across the water and we sit astride the Straits of Malacca, through which roughly a quarter of all seaborne trade and nearly half the world's seaborne crude oil moves.
A nation this dependent on the sea cannot safely treat the capability to move on it as a commodity to be rented. Yet, over two decades, we quietly gave away one of its core sovereign capabilities – a shipping line of our own.
NOL, the national carrier, was sold to France's CMA CGM in 2016, the last act in a long dismantling: the tanker fleet to Malaysia in 2003, the headquarters in 2012, the logistics arm in 2015 and then, the line itself. In so doing, we exited an entire strategic domain.
We did this right as every serious maritime nation moved the other way. France is putting 10 of the world's largest ships under its flag as a \"strategic fleet\" – requisitionable in a crisis, crewed by its own officers – using CMA CGM, the very company that bought our line.
Korea, after Hanjin collapsed the same year we sold NOL, poured state billions into rebuilding Hyundai Merchant Marine (HMM) into a top 10 carrier through a dedicated sovereign vehicle. China built COSCO into an arm of national power. Even Australia, down to a dozen trading ships, is legislating a national strategic fleet.
These are not nostalgists. They are states that understand shipping is a strategic capability, not a commodity service to be rented.
And our own Government knows this – in the air! \"For Changi to work well and succeed\", it told this House, \"You must first have an anchor national carrier – SIA\". When SIA neared collapse, Temasek put in up to $15 billion dollars to keep it alive. SIA and NOL were both Temasek operators. We treat the airline, SIA, as strategic and rescue it. But we treat the sea carrier, NOL, as a commodity and sell it. Temasek has since bought into a different carrier – Pacific International Lines (PIL) – but we hold it for a return, not for a purpose.
So, Singapore stands as a major maritime hub with no national line of its own.
It sold NOL on the argument that container shipping is fungible. The box does not care whose ship it rides in.
It does not defend SIA on those grounds at all. It keeps the airline because a national carrier is a strategic asset in its own right: a capability the country controls, the people it trains and the option to direct it in a crisis. The Government has not stopped believing a national carrier is strategic – it has only stopped believing it for the sea.
The case for selling NOL rested on a category error: that a shipping line is just freight and freight is fungible. It is not. A national line is two strategic capabilities bound together.
First, it is the academy that makes our maritime people. It is a ladder that runs from the deck of the ship to the command of a port, and every rung is built on the one below. It begins at sea. A cadet stands his watches and qualifies as an officer of the watch, then as shift mate and, a decade or more on, as master. The engine room climbs the same way to the chief engineer.
None of this can be done in a classroom or bought with a grant because each certificate is a legal product of documented sea time on a working ship. That sea time is the entry ticket for the shore roles that keep the port's waters safe. The harbour pilot who boards and berths the largest ships afloat, and the surveyors who inspect them must, by the rules, hold those certificates. And above them sits the Port Master, the statutory officer who can order any vessel in our waters to move, stop or stay.
Singapore's Port Masters have been a line of master mariners – Captain M Segar, who came up as a cadet and a harbour pilot, then port master, then rose to assistant chief executive of MPA; and Captain Lee Cheng Wee, the harbour pilot in the early 1970s whom the Government held up in this year's Budget debate as an example for the next generation. No one is being made a master mariner by a scholarship.
Marine command is the one part of the port that still requires a master's ticket – and we are failing. Fewer than one in 12 officers on our own flag is Singaporean. Our cadets must seek their sea time on foreign ships and may face a lack of access.
Britain watched its officer corps age and shrink as its fleet flagged out and then had to pay shipowners, through the tax code, to train cadets again. Australia, down from 100 trading ships to about a dozen, is now legislating a strategic fleet to rebuild the skills they had lost. Ships can be bought or chartered within a year, but a generation of sea-experienced Singaporeans takes a generation to grow.
When Temasek sold NOL, it crystallised a financial gain – a one-time figure on a balance sheet – and sold the entire training ground which the whole ladder stands on. Cut the feet away at the foot of the ladder and a decade or more on, the top of it empties. This is what we are seeing. We have been in search of lost time ever since. In the long run, the seafaring core of our own port, our harbour pilots and the marine command above them, cannot be kept Singaporean. It must be staffed, like our own flag already is, by other nations' officers.
Second is directable capacity – the difference between sovereignty and dependence in a crisis.
Container space is rationed whenever effective capacity is squeezed faster than it can be replaced. The demand surged at the pandemic, when rates rose seven-fold, or risk-driven diversions, like the Red Sea, where rerouting every ship around Africa swallowed a-tenth of the world's capacity.
In such a crunch, the market does not serve all comers equally. The carriers still sailing gave priority to exporters under their own flag. Korea ordered HMM to ringfence space for Korean firms.
A nation relying on foreign lines is served last, at whatever price is named. A country that owns no capacity in a capacity crunch is a beggar for allocation and will be served with all others.
I put this to the Government in April. Its answer was that our supply lines are secured by diversification, our standing as a trusted hub and a wide network of global shipping lines. I respectfully disagree and I think it conflates the role of the port and the carrier.
It turns on the ambiguity in the word \"node\". When we call ourselves a node, we mean \"leverage\" – some power to bend the flow of trade our way. But a hub port only gives you half of that. It gives you centrality – the power to attract. But it does not give you leverage – the power to make ships that call, serve us first when it counts or to train our merchant navy.
After all, a neutral hub holds its traffic only by staying competitive. Even winning that competition, if it wins, is not the same as holding leverage. While Singapore is still the world's largest transshipment hub, the Maersk Hapag-Lloyd Gemini Network still chose Tanjung Pelepas over Singapore as its most important hub in 2025. The carrier picks its port, but the port cannot pick its carriers. When space runs short, it is the carrier that rations it, not the port.
The sale of NOL and the stripping before it, were Temasek's calls. The same Temasek that in 2020 put $15 billion dollars into rescuing SIA. One set of hands kept one national carrier and sold the other. It was a big failure of strategic judgement, and the Government should not have allowed Temasek to sell off NOL.
So, let us rebuild. I am asking the Government to treat sovereign shipping as what it is – a strategic capability to be rebuilt deliberately.
If we wanted to rebuild a national carrier, we would not start from zero. Through Heliconia, Temasek holds the majority of PIL, our largest homegrown carrier, which has 100-odd ships, profitable and strongest where the giants are thin – in Africa and the Global South. But Heliconia currently holds it the way it holds any company, as an investment for a return. It calls itself, in its own words, an SME-enabler. PIL is run as a profit-maximising line by a professional chief executive under no national duty of any kind, no obligation to reserve capacity for Singapore in a crisis, no Singaporean crew requirement even on the ships that fly our flag, no training quota and the one voluntary scheme it has is winding down – and no mandatory routes that it must run.
What it is missing is a purpose. PIL could be given a national mandate, held both for a return and also to train our officers, to hold capacity that can be directed when a crisis comes and backed to grow over time. PIL's moat is a niche – Africa and the global South. It is not fully the academy that we need because our port is an East-West machine – Asia, Europe and transpacific arteries, the largest ships afloat and transshipment at scale that only those lanes generate.
So, the real questions are how much of the East-West capability that we gave up with NOL we now have to rebuild and how far up the ladder we are willing to climb to do it.
Hard choices face this country again. At the floor, a national mandate over PIL as it stands, a training quota, reserved crisis capacity, a Singaporean crew requirement on the ships that fly our flag for a cost of about tens of millions a year. The next rung, back PIL to climb into the East-West trades. At first, through slot charters and vessel sharing, rebuilding the operational skills our hub actually runs on. At the top, owning mainline tonnage outright, the capital-heavy commitment a serious rebuild demands.
Each rung costs more and buys more sovereignty. The judgement is how far to climb. But standing still is also a choice and the one that ends in the port unable to crew its own senior ranks.
We should study all proven models. Korea's Korea Ocean Business Corporation is a statutory body charged by law with maintaining an essential national shipping system, financing the fleet and guaranteeing tonnage. We, too, should also consider a binding obligation to train our Singaporean cadets.
And to be clear about the costs, scale in the mainline trades is brutal and capital hungry, which is why it needs to be Government-backed, phased and built with patience. Korea rebuilt HMM over five years and several billion dollars. If we were to do it, it would cost us billions, too.
But to balk at that cost means having almost no Singaporean sailors manning Singapore's ports. Ultimately, we need to decide if we are going to create a system to perpetuate Singaporeans in our own maritime industry and ports, to rebuild our own leverage over shipping capacity – whether we are a country that means to own a ship or one content to crew someone else's. Or if we want to be a country that does not have the ships to train our own people in ship-faring and that will, in the next supply shock, stand as a price taker in its own port.
Speaker, in conclusion. France was our counterparty and is a mirror. It treats the company CMA CGM that bought our line NOL as a sovereignty asset and it is enlarging its national fleet, while we dismantled ours and called the matter settled. This is not settled. I have three questions for this Government.
One, by the same logic that makes SIA the anchor in the air, why does a national carrier stops mattering at the water's edge? Two, if we mean to grow our own seafarers, how do we make a master mariner with no fleet to make him or her on? And who then fills a marine command our own port depends on? And three, when shipping space is next rationed, what capacity can Singapore actually direct?
That the sale of NOL was a very poor decision, CMA CGM's ability to turn a net profit less than one year after acquisition clearly proves. My belief is that we must draw a line on Temasek's very poor decision to sell NOL in 2016, move on to rebuild our shipping capacity and make back the time we have lost. Thank you.
Mr Speaker: Mr Sharael Taha.
Mr Sharael Taha (Pasir Ris-Changi): Thank you, Mr Speaker. Sir, I declare my interest as I work in the aerospace industry and serve as an Authority Member of CAAS.
I rise in support of the Motion tabled by my fellow MOT GPC colleagues. Over the past few months, the GPC has engaged extensively with industry leaders and experts because we believe this is the right time to take a strategic relook of transport in Singapore. While we continue improving our transport system for the daily needs of Singaporeans, we must also recognise transport as a cornerstone of Singapore's long-term economic competitiveness in an increasingly fragmented and uncertain world.
This Motion is, therefore, about far more than transport. It is about Singapore's future.
Our position as a leading aviation, maritime and logistics hub was never inevitable. It was earned through decades of bold leadership, long-term planning and the discipline to stay ahead of change. But staying ahead is becoming harder. Around us, countries are building bigger airports, deeper ports and larger logistics parks. Infrastructure alone is no longer enough. Singapore must create new sources of competitive advantage.
Today, I would like to propose a simple framework: growing trust to gives us influence; through influence, we create integration; integration generates intelligence; and intelligence creates economic value.
I will shape the framework through four interconnected ideas: first, strengthen Singapore's international leadership by shaping global standards and leading aviation and maritime governance; second, build an integrated regional transport and manufacturing ecosystem that deepens connectivity and multiplies ASEAN's collective competitiveness; third, harness frontier technologies and AI to transform Singapore from a trusted transport hub into the trusted orchestrator of intelligent, multimodal transport and logistics flows; and finally, treat transport not merely as infrastructure but as a national economic strategy that creates new engines of growth, high-value jobs and long-term prosperity for Singaporeans.
First, lead by shaping the rules. Singapore's success has never been built on geography alone. It has been built on trust. Every aircraft departing Changi depends not only on our airport, but on international agreements that allow aircraft to move safely across borders. Every vessel entering our ports depends on trusted institutions, common standards and international cooperation.
The recent Singapore-Indonesia Flight Information Region agreement, together with disruptions around the Strait of Hormuz, reminds us that diplomacy, trusted partnerships and international law remain strategic assets.
As countries invest in bigger infrastructure, Singapore cannot compete on size alone. We must compete by shaping the rules that govern global transport. History shows that countries which write tomorrow's rules rarely struggle to compete under them.
We should continue strengthening institutions, such as CAAS, MPA and the Singapore Aviation Academy, not only as regulators, but as global platforms for capability development, thought leadership and international collaboration.
I would also like to take this opportunity to acknowledge the outstanding work our CAAS officers, whose dedication helps Singapore secure re-election to the 36-member ICAO Council with the highest number of votes ever received by any member state in ICAO history.
While we continue to strength institutions, at the same time, Singapore should lead the governance of next-generation transport from low-level airspace management systems (LLAMSs), cross-border drone corridors and autonomous aviation to AI-enabled air traffic management, autonomous vessels and digital maritime standards. For example, Singapore could pioneer an LLAMS, the digital operating system for low-altitude space. Unlike today's conventional air traffic control, an LLAMS would safely integrate drones, autonomous cargo aircraft and future urban air mobility through dynamic routing, digital flight authorisation, geofencing, AI traffic optimisation and real-time conflict management. This would create the regulatory and digital foundation for regional drone corridors, further linking Singapore with the region, and unlocking new opportunities in industrial logistics, offshore energy, maritime inspection and autonomous cross-border services.
Trust gives Singapore influence. But influence alone is not enough. To create value, we must build a larger ecosystem.
Which brings me to my second point on building the ecosystem. If international leadership gives us influence, regional integration gives us scale.
We often view aviation, maritime and land transport as separate sectors. However, our future advantage will not come from having the best airport or the best port in isolation. It will come from orchestrating them as one intelligent regional ecosystem.
The development of Changi Airport T5 presents a once-in-a-generation opportunity. By integrating T5 with Tanah Merah Ferry Terminal and stronger links to the Johor-Singapore Special Economic Zone, the oil and gas industry in Pengerang, the Batam-Bintan-Karimun (BBK) free trade zone and regional tourism destinations, we can create a truly multimodal gateway connecting this region to the world.
But the greater opportunity lies beyond just connectivity. Imagine advanced manufacturing systems manufactured in Changi, with its semiconductor chips leaving Pasir Ris, with AI-enabled fleet management and autonomous software developed in the Punggol Digital District, with logistics coordinated from our Tampines Logistics Hub, financing arranged in the central business district and supporting products coming from the Johor Special Economic Zone and BBK free trade zone reaching out to global markets – all operating as one intelligent economic system.
That is the ecosystem that we should build.
I would like to propose to transform Singapore's eastern corridor into an integrated economic powerhouse linking Changi Airport, Tanah Merah Ferry Terminal, Changi's aerospace MRO ecosystem, Loyang Industrial Estate, Pasir Ris Semiconductor Park, Tampines Logistics Park, Punggol Digital District, Seletar Aerospace Park through an AI-enabled multimodal network, all connected through our world-class land transport system of expressways and MRT lines, including the new cross-island line, linking goods, capital and our talented workforce.
Few countries possess such a dense concentration of aerospace, advanced manufacturing, logistics, digital industries and transport infrastructure within such a compact footprint.
Land made Singapore a port. Trust made us a hub. Intelligence can make us indispensable.
Our ambition should not be to compete with our neighbours, but to multiply this region's collective strengths. Singapore can anchor advanced manufacturing, aerospace engineering, R&D, financing and supply chain orchestration, while complementary manufacturing takes place where land, labour and natural resources are more competitive.
Take batteries as one example. Indonesia has abundant nickel. Singapore can become the world's trusted hub for battery certification, financing, commodity trading, sustainability assurance and global logistics.
Transport can no longer create prosperity simply by moving goods. It creates prosperity by connecting ecosystems. Regional integration gives us scale, but scale alone will not define the future. Our next competitive advantage must be intelligence.
Which brings me to my third point, on leading with frontier technology. The industrial age rewarded geography. The digital age rewarded connectivity. The AI age will reward efficient orchestration.
Singapore should establish itself as a global centre of excellence for AI-enabled multimodal transport, logistics and industrial optimisation. To realise this vision, I would like to propose three national initiatives.
First, build the world's first National AI Logistics Control Tower, a digital brain for Singapore's logistics ecosystem. Rather than optimising individual companies as part of a value chain, it would be using agentic AI and integrating maritime, both high-altitude and low-altitude, and land digital twins to orchestrate cargo seamlessly across ports, airports, drone corridors, roads, warehouses and customs as one intelligent national network.
Second, make Singapore the world's living laboratory for autonomous logistics through the Singapore Autonomous Logistics Initiative. By integrating AVs, drones, harbour craft and intelligent logistics systems under a common national regulatory framework, Singapore can pioneer regional drone corridors and autonomous freight networks that become the global reference model for future logistics.
Third, establish the world's first National Quantum Logistics Programme, combining AI and quantum optimisation to solve logistics challenges beyond the reach of conventional computing, from airline cargo allocation and multimodal routing to fleet deployment, port operations and supply chain resilience.
Mr Speaker, the future will not belong to the countries with the biggest ports or airports. It will belong to those with the smartest transport ecosystems. Singapore already has the trust, connectivity and talent. We must now invest more boldly in research, innovation and enterprise so that we do not simply participate in the future of global transport. We help define it.
Finally, transport is an economic strategy. We often think of transport as just a sector. I believe we should think of it as an enabler of our economy. Every investment in transport multiplies opportunities across every other sector. It strengthens advanced manufacturing, anchors global supply chains, accelerates the digital economy, attracts investment and creates better jobs.
As supply chains become increasingly shaped by AI, data and geopolitical changes, the countries that create the greatest value will not necessarily manufacture everything themselves. They will design, coordinate and optimise how the entire network operates. That should be Singapore's ambition. Not merely to move cargo. But to move value.
And no operating system succeeds without great people. I therefore welcome the Ministry's continued investment in developing our transport workforce through initiatives such as OneAviation which was launched by Minister of State Sun Xueling. I am especially pleased that Pasir Ris-Changi will host the OneAviation Career Fair later this month, creating opportunities for more Singaporeans to participate in this exciting future. Because ultimately, our greatest competitive advantage will never be our infrastructure. It will always be our people. Mr Speaker, in Malay, please.
(In Malay): [Please refer to Vernacular Speech.] Singapore's future will no longer depend on having the biggest airport or the busiest port. Our future depends on our ability to lead, connect the region and harness smart technologies to drive the economy. Transport is not just about building roads, MRT lines, ports or airports. It is a national economic strategy. We must take the lead in shaping international standards, strengthening partnerships with our neighbours and harnessing AI to position Singapore as the regional hub for smart transport and logistics coordination.
Our goal is not to compete with our neighbours, but to build a stronger and more prosperous ASEAN together. If Singapore was once known as a global transport hub, we must now aim even higher to become the \"orchestra of ASEAN transport for the world\", that coordinates the movement of goods, capital, technology, ideas and talent across the region. By doing so, we can create more high-value jobs, attract quality investments and secure lasting prosperity for all Singaporeans.
(In English): Mr Speaker, allow me to conclude with a simple framework. Singapore's future lies in creating FLOW.
F, frame the global rules. L, link regional ecosystems. O, we orchestrate with AI and frontier technologies. And W, we win by creating greater economic value, better jobs and better lives for Singaporeans.
For the past 60 years, Singapore mastered the movement of ships. Then we mastered the movement of aircraft. Today, we are mastering the movement of data.
The next chapter is even more ambitious. It is to orchestrate the movement of everything else – of people, goods, capital, ideas, technology, opportunity. That is the difference between being a transport hub and becoming the operating system of Asia's economy. If we succeed, Singapore will not simply connect the world. We will help coordinate it. That is the opportunity before us. And that is why I stand in whole-hearted support of this Motion.
Mr Speaker: Mr Gerald Giam.
Mr Gerald Giam Yean Song (Aljunied): Mr Speaker, I support the spirit of reinforcing Singapore's long-term economic competitiveness as a globally connected, aviation, maritime and logistics hub.
The Government's traditional playbook focuses heavily on building world-class infrastructure like Changi Airport T5 and the Tuas next-generation port. However, focusing too much on physical infrastructure carries structural risks in a changing global economy.
As my hon friend and MP for Aljunied, Kenneth Tiong, pointed out earlier, a neutral hub port holds traffic only by staying competitive and a port cannot pick its carriers because carriers pick their ports. We saw the reality of this structural vulnerability when Maersk shifted its transshipment hub to the port of Tanjung Pelepas (PTP) in the year 2000 and again in 2025, when the Gemini cooperation shifted the bulk of their joint shipping volume to PTP.
If we do not own the shipping lines or control the underlying cargo movements, relying solely on massive, physical infrastructure leaves our economy exposed to a sunk-cost dependency risk.
The global trading system is under threat from protectionism and geopolitical rivalries. In addition, there is a possibility that an opening of the Northern Sea route through the Arctic or the creation of a land bridge across or a canal through the Kra Isthmus will divert maritime traffic away from Singapore.
The massive fixed cost of our expanded port may become a fiscal drag if shipping volumes fall short of the Government's projections,
The long-term justification for Changi T5's massive capacity relies on historical hub and spoke models where long-distance traffic requires consolidated transit nodes. However, next-generation hyper-efficient aircraft, such as a long-range narrow body Airbus A321XLR, completely disrupts this model. This aircraft allows airlines to establish economically viable, long and thin direct routes between secondary cities without requiring physical stopovers or refuelling hubs like Singapore. As a result, Changi Airport may face the risk of capital expansions outpacing the growth of traditional transit passengers.
To hedge our exposure to physical trade volatility, Singapore must pivot from being just a physical gatekeeper to also becoming the sovereign digital architect of global trade. By anchoring the financial, legal and operational code of international shipping lines within Singapore's data jurisdiction, we secure a stronger position of leverage. Even if mega alliances berth physically at regional competitors ports, the critical financial transaction layers and supply chain networks running those operations will still run through digital nodes owned by Singapore.
We must therefore rebalance our long-term capital spending. For every dollar spent on pouring physical concrete for Changi T5 or the Tuas berths, a fixed percentage could be redirected towards strategically acquiring, centralising and developing next-generation supply chain software patents under Singapore's sovereign control, such as automated customs clearing platforms and predictive route management networks. As my hon friend, the MP of Hougang, Dennis Tan, highlighted, Singapore must shift from being an outstanding adopter of foreign technology to a creator of our own proprietary systems if we want to capture high margin value.
By securing direct ownership over these foundational digital assets across international trading jurisdictions, we can protect our economic independence and collect licensing rents globally. This allows us to successfully reduce our reliance on absolute volatile physical cargo throughput, ensuring our national revenue is buffered even if global trade patterns shift away from our shores.
We do not just need a more competitive hub. We need a structurally resilient one that owns the software of global trade, rather than just the concrete that sits on it.
This strategic resilience must also extend to the second pillar of the Motion, which champions the use of frontier technologies to anchor good jobs.
While automation drives corporate efficiency, we must build a system that governs these tools to protect the daily working conditions of our workers. If we do not actively govern the code running inside of our transport infrastructure, frontier technology can inadvertently lead to the extraction of productivity solely at the expense of human well-being.
This is not a theoretical anxiety. A 2024 report titled \"Algorithmic Management Practices in Regular Workplaces – Case Studies in Logistics and Healthcare\" by the International Labour Organization and the European Commission's joint research centre provides empirical evidence of what happens when algorithmic management is introduced in regular transport and logistics workspaces. The report notes that competitive pressures related to cost efficiency and timely deliveries have driven an increased centralisation of control and monitoring through corporate governance structures, shifting the power balance within organisations heavily towards management.
In advanced logistics networks across the world, we are already witnessing these technologies being used in ways that constrain worker autonomy and intensify the pace of work. For instance, the report highlights automated postal and distribution networks, where algorithms generate precise hyper-optimised itineraries, giving workers compressed exact time slots for each delivery. These machine-generated instructions can become so detailed that they leave minimal space for human judgement or physical adjustments.
The report also underscores cases of asymmetric accountability and glitch penalisation. Workers are uniquely vulnerable to connectivity issues and system failures. The report found that when software scanners freeze or experience network disruptions, automated systems can register these technical errors as drops in worker efficiency. As a result, workers risk being unfairly held accountable for mistakes originating from computer errors rather than human errors.
The report found that the introduction of digital tools had a positive impact on job quality in some more developed countries but a negative impact in some developing ones. The authors attributed this to differences in institutional and regulatory frameworks.
Businesses in Singapore have to use digital tools to improve productivity and efficiency, but we must also ensure that these changes will benefit workers rather than harm them. We must remain firmly pro-innovation. Our goal should not be to ban automation or to turn our backs on technology, but to govern it so that productivity gains are equitably shared with workers rather than extracted solely from their physical and mental well-being.
To achieve this, I wish to make three policy proposals.
First, we should update the subsidiary regulations in the Workplace Safety and Health Act to mandate that workforce management and dispatch algorithms used in critical transport hubs explicitly factor in human physiological constraints. The code must include safety buffers for ambient heat stress, which is vital for Singapore's tarmac and port environments, alongside a mandatory human-in-the-loop override. This will give terminal safety supervisors and operations managers the clear statutory authority to adjust AI targets via safety buffer during peak operational strain or adverse weather without incurring penalties.
Second, we should introduce algorithmic transparency and explanability requirements under the Employment Act to give workers a statutory right to explanation. Any automated tracking platform used to grade performance, allocate split shifts or determine contract renewals must provide employees with a clear, plain language breakdown of its underlying metrics. This ensures workers have open accessible administrative channels to contest unfair automated penalties caused by network disruptions, hardware glitches or system errors.
Finally, we should consider implementing a transport sector digital dividend framework. When transport logistics and aviation operators which achieve major productivity breakthrough through the use of AI, those productivity gains must be shared. Instead of squeezing headcount or expanding workloads, operators should be required to pass these gains down in the form of structured wage increases or compressed human-centric working hours with no loss in base pay.
Mr Speaker, we cannot allow physical infrastructure expansion to blind us to the shifting digital geography of global trade nor should we allow frontier technology to reduce the economic agency of our transport workers. We must instead make it our goal to ensure that as our infrastructure and machines grow more capable, our citizens grow more secure. By implementing these targeted worker safeguards and digital asset strategies, we can ensure that technological progress serves the dignity, economic agency and long-term resilience of every Singaporean.
Mr Speaker: Dr Wan Rizal.
Dr Wan Rizal (Jalan Besar): Mr Speaker, as we double down on efforts to boost our status as a global aviation, maritime and logistics hub, let us also pay equal attention to how these efforts will reshape jobs and impact our workers.
Up to 30% of aviation jobs may be redesigned within the next five years, mostly in ground handling, and more preparations are required as T5 is being constructed. In logistics, new, higher-paying roles will be created in professional, manager and executive (PME) jobs, including data analysis, supply chain management and software development. At the same time, some roles will undergo displacement, including operators, storekeepers and in sales and customer services functions. At our container terminals at Tuas, Pasir Panjang and cargo terminals at Jurong Port, usage of more automated vehicles and cranes will likely and very much improve productivity and create more higher value jobs.
As we build this future, we must also ask – how are we preparing our people for it?
Mr Speaker, I recently had the opportunity to visit China with Senior Minister Lee and your good self, and we saw ports, logistics facilities and aviation-related operations. What struck me was how rapidly technology is changing transport systems around the world. Across countries and industries, there is a growing push towards automation, digitalisation and new operating models.
The lesson I took away was that it reinforced the need for Singapore to continue adapting, innovating and investing in our people if we are to maintain our position as a leading global transportation hub.
Because ultimately, technology can be bought. Infrastructure can be built. But it is our workers – their skills, their adaptability and professionalism – that will continue to differentiate Singapore. And that brings us back to the central question: how are we preparing Singaporeans for this future?
In my roles as a labour MP and in my work in M3+ under Focus Area Four (FA4) where we look into employment and employability, the question that many Singaporean workers are most concerned about is: will I have a good job in Singapore’s future?
So, when we adopt more automation, robotics and AI in our transport sector, let us also ask: how can these technologies help create better jobs for our seafarers, our technicians, our aviation, logistics and maritime workers, and new roles in transport cybersecurity as our sectors become more digitalised? As our rail network expands, with projects like the Johor Bahru-Singapore Rapid Transit System (RTS) Link, how can we create ladders to help our rail technicians progress further? And as we develop the low-altitude economy, including deploying more drones and also unmanned vessels for surveys, how are we creating more career pathways for Singaporeans?
The future of transport must also be a future of career progression, where our workers have the opportunities to become more skilled, more productive, with better wages and better work prospects than before.
So, today, I would like to speak on how we can create a better future for our young graduates and our existing rank-and-file workers and technicians.
First, our young graduates. In my work as an educator, I have watched many of my young students drawn to delivery and gig work to pass time, for their flexibility, and probably the chance to earn slightly extra income. I understand the appeal, but the job has its downsides. There is a higher risk of injury. According to the Ministry of Manpower's (MOM’s) Workplace Safety and Health Report, platform workers suffered fatal and major injuries at a rate of 84.6 per 100,000 last year – nearly five times higher than the rate for the workforce as a whole.
Second, there is also limitation in their progression in the long run. Our young delivery riders risk becoming entrenched in these jobs. And there are signs of potential disruptions too. Drone deliveries have been on trials for a few years now over our waters and more recently, across the Kallang River, where my constituency is.
So, as we anchor good jobs through the development of our transport industries, we must also adjust our training curriculum, leverage the new tripartite Jobs Council and create pathways that attract our young graduates into these new and exciting roles. Let us match our young graduates' interests and aptitudes early, while they are still in school, to career ramps available in aviation, logistics and maritime.
And let us ensure that the work conditions and prospects, particularly at the entry level, can genuinely attract and retain our younger workers. Many of them need to see their future potential, beyond the internship and the traineeship period, that, if they work hard, there are real prospects for progression – to move into higher value roles, with better wages, welfare and work prospects.
Let us double down on our efforts so that we can see more young Singaporeans grow and flourish alongside the development of the transport sector.
In this regard, I would like to ask MOT on how it intends to work through the Skills and Workforce Development Agency (SWDA), the tripartite Jobs Council, NTUC and our unions to develop clearer “school-to-sector\" pathways into the future transport sectors, careers supported by internships, apprenticeships, structured traineeships and career guidance.
Sir, second is the group of existing rank-and-file workers and technicians. Many of them will see their daily tasks change with technology. We must identify at-risk roles early, map them to adjacent opportunities and build career pathways. If we get this right, transformation becomes a story of renewal and of growth, not about replacement.
So, we must also redesign jobs alongside our workers to help them see how technology can help them to get their jobs done better. And we must provide our workers the necessary support and training pathways to help them move into higher-value, better jobs.
Beyond wages and work prospects, it is also important to ensure that jobs in the transport sector also provide better welfare and better working conditions for our workers. Worker welfare must also include safety, especially for workers whose duties expose them to the heat, thunderstorms and other adverse weather conditions. This matters in transport, where aviation, maritime, logistics and port workers continue to keep operations running on the ground, at our terminals, at sea and on the tarmac. For example, the Ministry of Sustainability and the Environment (MSE), and the National Environment Agency launched a Heat Stress Advisory in 2023, while MSE is working with agencies, such as MPA and MOM, to better manage weather-related challenges.
As we transform our transport sector, we must apply these technologies more directly to protect our workers. Let us leverage technology to support efforts to plan rostering, shifts and rest hours more thoughtfully, especially to support round-the-clock operations in our transport sector.
As we build world-class infrastructure, let us also ensure that we plan for adequate amenities for our workers who have to work onsite – affordable food, good rest facilities and quiet rooms for long shifts. Recently, SBS Transit opened Singapore’s first dedicated accommodation for bus drivers at the Sengkang West Depot, with rooms, kitchens and even a dedicated floor for women drivers. I hope to see more of such amenities provided for our workers onsite.
Sir, let us also leverage technology to reduce commute times for our transport workers who travel more extensively to both ends of Singapore. For example, by deploying AVs to enable first- and last-mile connections to Changi, Tuas, our ferry terminals and our industrial estates. These work sites generally have less access to public transportation, especially in the early and late hours.
Mr Speaker, as we build these pathways, we must also track whether they are delivering real outcomes. We should know who are entering these new roles and whether our young graduates, rank-and-file workers and technicians are benefiting. Such tracking can help monitor worker composition, training outcomes, wage progression and career mobility so that transformation remains accountable to our workers.
An aspect of welfare for our workers is also one that we tend to forget is the word “respect”. Mr Speaker, let me briefly share with you from a dialogue that I had with the rail technicians recently. They told me something quite striking. Every time there is a rail breakdown, public frustration is immediate and often directed at them. But what many of us do not see is their reality – working through the night, managing complex systems, carrying the responsibility of keeping millions of commuters safe.
This reminds us that strengthening our transport hub is not just about better systems. It is about valuing the people behind them. If we want the next generation to join such jobs, the jobs must be stable and well-paying too. But at the end of the day, respect is important.
(In Malay): [Please refer to Vernacular Speech.] Mr Speaker, please allow me to speak briefly in Malay.
When we talk about the future of transport, it is not just about technology or efficiency. It is also about ensuring that our workers, both young and experienced, are able to seize the new opportunities that will emerge. This is closely linked to the work of the Economic Competitiveness Committee, which I co-chair with Mr Saktiandi Supaat. Our task is to translate the recommendations of the Economic Strategy Review into more practical pathways, especially for youths, mid-career workers and lower-wage workers.
Within the transport sector, new opportunities will certainly emerge. But those opportunities will not materialise if information is unclear, training is not aligned with real jobs, and support does not reach workers early enough. That is why we need to build career bridges. It is not just about more courses, but a clear pathway that connects skills to jobs, and jobs to better lives.
(In English): Mr Speaker, allow me to conclude with three asks, or three calls.
First, let us build career bridges early. Support workers before disruption happens, not after. Second, redesign jobs for better outcomes. Better wages, better welfare and better work prospects. Third, make growth sectors accessible. So, every Singaporean, our youth and our rank-and-file workers, can see, can enter and progress in these opportunities.
Mr Speaker, our ambition is not just to remain a global transport hub. Our ambition must be to become a people-centred transport hub, where growth creates good jobs, technology uplifts our workers and every Singaporean has a pathway forward. Because in the end, a hub is only as strong as its people. Airports do not connect themselves. Ports do not run themselves too. Logistics networks do not move themselves either.
Behind every successful transport hub are workers whose skills, whose commitment and professionalism keep Singapore moving. And when our workers move forward with confidence, Singapore will continue to move forward too.
Mr Speaker: Assoc Prof Jamus Lim.
Assoc Prof Jamus Jerome Lim (Sengkang): Mr Speaker, the premise underlying this Motion is a straightforward and appealing one – that we can and must continue to embrace and exploit the strategy of economic, political and technological openness, which has worked to bring Singapore from its status as a secondary, if strategic backwater, to the global first-tier city-state that it is today.
As an international economist who has spent the better part of his professional career teaching and advocating for the virtues of free trade, economic integration and technological forwardness, I am both deeply encouraged and keenly vested in the spirit of this Motion. Alas, it behooves me to point out that the world has, if anything, been moving in the opposite direction, with the erosion of globalisation, a retreat from liberal international organisation and a shift toward policy-making informed by geopolitical might and domestic populist pressures.
I will therefore speak today about a tail risk – how to manage our cross-border economic policy and international relations in the face of a de-globalising world. The risk has been slowly manifesting itself ever more vividly over the course of the past two decades, as the global policy landscape has evolved from the 20th century rules-based order toward the 21st century law of the jungle.
To be clear, I do not do so as an alarmist, but as a realist. Even if a wholesale move in this direction seems remote, we must gird our collective loins and formulate policy that is grounded in the emerging reality of a world where flows of goods, services, capital, labour and technology might face ever greater frictions in their movement. Hence, while I support the overall thrust of this Motion, I encourage this House to also be clear-eyed about a potential downside scenario.
Let me first paint the picture of what I believe this emerging new world order might look like.
To fully understand this, we must look backward to the Global Financial Crisis of 2007/2008, and more recently to the COVID-19 pandemic. Since the gGlobal crisis, flows of international trade have contracted sharply, the drop was so severe in the immediate aftermath of the crisis that economists refer to this phenomenon as the Great Trade Collapse. While the causes are still being debated, the consequences are already clear. Since 2008, the share of imports and exports in global output has gone into retreat, in stark contrast to the decades prior.
The capricious deployment of tariffs and other commercial policy instruments have also resulted in a trade map aligned more toward geopolitical affiliation, rather than economic logic. Cross-border capital flows have similarly stagnated after the crisis. This reverses the heady times of ever-rising financial integration, which took flight in the 1980s. The slowdown has likewise led some to speculate that we are entering into an era of financial de-globalisation, where international finance will become increasingly fragmented and controlled. The trends of friend-shoring and rising economic nationalism also suggest that foreign investment will perhaps be far less forthcoming in the future.
Through all this, the flow of workers between countries has remained robust. If anything, advances in digital connectivity have flattened the world, promoting the outsourcing of tasks between countries and encouraging the globalisation of labour, both unskilled and skilled.
Falling transportation costs also spurred an unprecedented rise in tourism. The pandemic, alas, struck the first blow on this front. And while migratory flows have rebounded somewhat, they have been repeatedly threatened by rising geopolitical tensions and global conflict.
Some believe that information and communication technologies will allow digital flows to substitute for the decline in these other channels of globalisation. Yet, while we are reasonably assured that connectivity will be sustained along this dimension, it has not been unvarnished by geopolitical pressures.
The ban on advanced AI hardware by the US is but one reflection of renewed restrictions, along with the disabling of the most advanced AI models to foreign nationals. Singapore has not been spared, having been degraded to Tier 2 status on suspicions that our transshipment status had been exploited to evade export controls. As the Economic Strategy Review Committee has observed, we also do not possess the capability to build our own foundational AI models. Thus, even as we strengthen our national AI strategy, it is clear that we are vulnerable to being disintermediated in an AI-led world economy, in both hardware as well as software.
Unfortunately, the decline in international exchange has been accompanied by an erosion of international cooperation. Treaties are being repeatedly re-negotiated and international organisations struggle to retain their traditional voice of authority in global fora. Instead, governance is dominated by fears of political polarisation and popular sentiment.
The world is becoming increasingly multipolar, and the conduct of international trade and finance appear to be driven much more by politics than economic fundamentals. Increasingly, economic tools are also being deployed to meet geopolitical objectives.
Sir, since our nation's founding and some would argue even before, Singapore has surfed the waves of globalisation to supercharge our economic growth. This model has served us well, and we have relied on our openness and status as a trusted intermediary to build an economy that is among the richest in the world. But I fear that the new global order will be far less accommodating to business as usual.
With a slowing in international exchange of goods, we need to pivot towards services. Tradable services. Unlike merchandise trade services, have not demonstrated any post-global crisis slowdown and now accounts for one-fifth of global commerce. But Singapore's export basket remains solidly more concentrated in the former, with goods accounting for about 110% of GDP versus 70% for services in terms of our exports.
We must foster more growth in tradable services, which has the added benefit that it is also less subjected to the need to undervalue our exchange rate as a policy, since services are much more likely to be competitive on the basis of quality and efficiency. And if we are indeed focused on trade and services, we should keep in mind that we export more to the European Union (EU) than the US, and more to ASEAN than to China. We also should not expect our trade orientation to be remain global in nature, rather than regional. This does not mean prematurely surrendering our entrepôt status, it does mean taking our economic relationships with our near abroad – Asia, in general; and ASEAN, in particular, much more seriously. We should regard Southeast Asia as our hinterland, producing for that broader market and wean ourselves of trade that is focused much more on the West.
This will position us better in a world that is more multipolar and regional, as opposed to unipolar and global. This also implies that we should rethink how much time and effort we spend on trade facilitation with partners, like the US. Instead, we should devote our energies to improving market integration through introducing more services coverage to the Regional Comprehensive Economic Partnership, upgrading the agreement to include more high-level issues found in the Comprehensive and Progressive Agreement for Trans-Pacific Partnership, and pushing for greater market access within ASEAN, especially when it comes to investment and non-tariff barriers.
Moreover, as my hon friends, Gerald Giam and Kenneth Tiong, both pointed out, heavily placing our bets on mega-sized physical infrastructure projects, such as Changi T5 and the Tuas Next Generation Port may backfire if globalisation is more restrained in the future.
This does not mean that we turn inward on these projects or abandon them. Indeed, there is wisdom in planning and building for the future.
But there may be a case to proceed with greater caution, perhaps by planning the build-up in tranches and making parts of the full blueprint contingent on whether future economic conditions justify the massive capacity expected.
The same will apply to our long-term infrastructure borrowing. For instance, we might wish to structure the Significant Infrastructure Government Loan Act (SINGA) bond borrowing in a manner that will only trigger if the project meets certain threshold conditions associated with anticipated need. So long as the parts that are built are fully self-contained, we can adopt a more incrementalist approach.
The same applies to capital flows, where we should look to investing more in the region. Unlike our early days, where we were starved of capital, we now have large public and private funds that can direct our considerable net national savings elsewhere. Yet, the national will to provide such guidance remains unclear.
Look, for instance, at our nation's foreign direct investment (FDI). While it is perhaps unsurprising that China and India top the list of FDI partners, the next ones on the list are the United Kingdom, Indonesia, Australia and the US. Among our top FDI destinations, only two, Indonesia and Malaysia, are in ASEAN.
The argument is also relevant from the sell-side perspective. As we strive to cement our position as an international financial centre, we must also recognise and accept that economies, like China, the EU and the US, are increasingly likely to favour financial intermediation through their own onshore locales, like Shanghai or Hong Kong; London or Frankfurt; New York or Chicago. We should instead appeal to regional businesses and attract them, and not just American entities to list on the Singapore Exchange, and to encourage them to park their buy-side wealth management operations here, rather than elsewhere.
The re-alignment of focus applies to labour flows too. To be fair, we are already highly integrated when it comes to absorbing low-cost workers from the region. Where we have been less forward-facing, however, is in ensuring that our skilled local talent undertake stints abroad. I believe that we should have a more structured framework for encouraging our PMETs to spend a year or two in their firms' affiliates or subsidiaries located in our major ASEAN capitals.
Through Enterprise SG, we already have an analogous scheme – the Global Ready Talent Programme – that encourages companies to train young talent through overseas internships. This should not be limited to early-career professionals. Relocation costs can be minimised perhaps with state acquisition of properties that can be rented out to Singaporean firms at attractive rates, especially SMEs looking to internationalise.
I had also shared that international schools can be made more plug-and-play for relocating families with subsidised fees similar to what is offered at home and stronger syllabus coordination to make the return much more seamless.
Sir, I have received feedback from many a manager that one ceiling they faced in deciding to promote a local PMET over a foreign one is the lack of regional exposure. This can and should be corrected and all the more in the world where PMETs in other regional countries are converging, on our own in terms of training, skills and experience.
Next, if we accept the premise that digital and virtual exchange will increasingly substitute for the other traditional modes of trading goods, services, capital and labour, then the ability to exert control or at least exert leverage over access to the underlying technological infrastructure becomes far more critical. This is the case for both hardware – and here, I am thinking about data centres, in particular – and software, in terms of foundational AI models, whether applied through generative, agentic or embodied cases.
My party colleagues, Dennis Tan and Gerald Giam, argued in favour of expanding our ownership over these tools to build our nation's digital resilience. Even accepting that we may not build in-house foundational models from the ground-up, I would still like to know if this Government, through the National AI Council, has already developed a sort of safeguard plan in the event of sudden withdrawal by big tech firms to data centre access AI models, digital platforms or even application programming interfaces (APIs).
Finally, when we conduct negotiations, we should be cognisant of how it is almost impossible to successfully arrived at terms where positions for outside of the constraints involved by other nations' domestic politics. This may mean a very narrow set of options. We may choose to hue to ideal principles ourselves – keeping tariffs at zero, maintaining the UNCLOS right of free passage or leaving capital actually on taxed. But the rest of the world may not agree.
A practically minded Foreign Service and the Ministry of Foreign Affairs (MFA) will have to leave room for occasionally departing from non-core principles. Otherwise, we might find ourselves unable to strike deals at all.
Sir, it is World Cup season. So, allow me to close with a football analogy. Players and seasoned fans will know that when pressing a counterattack, one does not pass to where the other players are now, but to where the other players might be going. From my vantage point, on the field's left wing. This is how I believe that our policy-makers should adapt. We cannot bet on the ideal world of yesteryear but should instead align our policy with the likely world of tomorrow. Otherwise, we may find ourselves inadvertently off-side, and our economy and society left out in the cold.
Mr Speaker: Order. We have been in the Chamber for close to five hours. So, I propose to take a break now. I suspend the Sitting and will take the Chair at 3.40 pm.
Sitting accordingly suspended
at 3.19 pm until 3.40 pm.
Sitting resumed at 3.40 pm.
[Deputy Speaker (Mr Christopher de Souza) in the Chair]
(Motion)
[(proc text) Debate resumed. (proc text)]
Mr Deputy Speaker: Ms Lee Hui Ying.
Ms Lee Hui Ying (Nee Soon): Mr Deputy Speaker, I rise to affirm the importance of strengthening Singapore's position as a globally connected transport hub. But this position cannot be taken for granted. We may be small on the map, but we sit right at the crossroads of the world – by land, by air, by sea and increasingly, by data and technology.
Singapore has always understood one thing. In transport, if you want to stay relevant, you cannot afford to miss the boat. If we are not moving forward, we risk being left at the platform. In this increasingly unpredictable world, the strength of Singapore's transport sector and its diversity of interconnectedness to the rest of the world is not only an economic priority but also one of national security.
Singapore's success today as a global transport hub did not happen by chance. It is the decades of hard work of our businesses, the many Singaporean workers and public servants across the transport sector. A world-class transport hub needs a world-class workforce. We must do our best to create these jobs and empower Singaporeans to excel in them.
To this, I will speak on three key areas. First, how our AI strategy is integral to creating good jobs in the transport sector. Second, staying competitive, staying ahead. And third, matching international connectivity with local transport infrastructure.
As the transport sector develops, we need to prepare a workforce that will be able to meet the needs of the future. To get there, I would like to ask how the Government is preparing our workforce for this transformation.
Could the Ministry share with us a forecast of the talent we will need – the expected mix of local and foreign workforce as well as the mix of key functions where demand is likely to grow? More importantly, what are our plans to train, attract and retain the workforce so that Singapore remains well-positioned for the next phase of growth?
AI has taken centrestage over the past few years. As a country, we have been doing a lot to develop a workforce with sufficient tech professionals, including data scientists, developers and product managers, as well as a larger general workforce that is comfortable with using AI in their domain. The Ministry of Digital Development and Information (MDDI) is undertaking to ensure we engage in frontier research and to expand our education institutions' capacity to train AI talent.
Tech giants are not the only ones who need tech talent. I call on the Government to ensure our upskilling efforts and AI proficiencies are spread across industries.
One of the things I value about the transport sector is the wide range of talent it requires: we need brilliant AI scientists to design and maintain the cutting-edge model that will transform the industry as well as skilled technicians on the ground. Not all these talents are best developed through university education. Our polytechnics and Institutes of Technical Education (ITEs) will play a crucial role in supplying the workforce of the future.
I encourage the Ministry to broker partnerships between our institutes of higher learning and industry partners to develop and update relevant courses in the present, design programmes that will meet future needs, develop scholarships and internship programmes to draw in talent in advance, and design opportunities for mid-career upgrading and career transition.
The transport sector must transform quickly to stay relevant and our workforce will need to retrain, readjust and in some cases, relearn.
The reality is clear. Remaining competitive and creating good jobs for our residents requires constant change. But as we push ahead, we must remind one another that compassion must prevail in our society. Those who helped build this sector must not be left behind. Even as we press on to be world-leading, we must ensure change is managed with people at its heart.
As we adopt AI, these technologies should empower our workforce and not simply replace it. Our workers should be active partners in this transformation – equipped, involved and given the confidence to experiment with new technologies rather than fear being displaced.
Next, staying competitive. I now turn to the balance between decarbonisation and energy resilience. Recent events in the Middle East have reminded us that global energy supply chains remain vulnerable to geopolitical shocks. Even as countries decarbonise and electrify, many economies will continue, for some time, to depend on reliable supplies of conventional fuels, such as diesel and jet fuel, particularly for aviation, heavy transport and resilience needs.
For Singapore to remain a leading maritime and global aviation hub, we must recognise this reality. We must both embrace new, sustainable technologies, but also continue to ensure that our access to conventional fuels remains secure, reliable and diversified. And so, I hope the Government will carefully consider the future of the Jurong Island refineries. Beyond their economic contribution, they anchor Singapore's contribution and position in global energy supply chains, support industries that rely on refined fuel products, and preserve capabilities and expertise that have been built over decades. These strategic considerations should form part of any long-term plans for Jurong Island refineries.
To pursue decarbonisation while maintaining our transport sector's economic competitiveness is a precarious balancing act. While it is important for us to take tangible steps towards lowering our emissions and taking the measured approach towards increasing the mandated proportion of sustainable aviation fuel blend, this should proceed with caution.
The sustainable aviation fuel is still currently estimated to be about two to four times the price of jet fuel even when recent oil prices are at a record high due to the Middle East conflict. The costs from mandating sustainable aviation fuel and the accompanying levies could make Singapore less attractive as an air transport hub, especially if neighbouring air hubs choose not to undertake similar measures.
While we currently have a competitive advantage, which would offset these additional costs, we should and must never take our existing competitive advantage for granted. So, I urge MOT to take calibrated steps in future on mandatory sustainable aviation fuel blend rates.
The best way for us to maintain our long-term competitive advantage in the transport sector is to proactively shape the standards of the industry. The Technical Reference 68 is one good start. We must continue to play that strategic role of shaping the international standards on safety, ethics and security in the usage of autonomous technologies and AI in this industry.
Lastly, Mr Speaker, Sir, I believe our intent to be a global transport hub is not just to create good jobs and pursue economic growth. All these are important, but we also want to be able to deliver to Singaporeans connectivity that improves their lived experiences.
In Nee Soon South, Chencharu is planned to have about 10,000 new homes by 2040. This means we can expect around 30,000 new residents to move into this 70-hectare area over the next 15 years, an average of 2,000 residents every year.
So, therefore, upstream planning, transport planning is critical to avoid bottlenecks that will be difficult to solve once residents move in. I am grateful to have started early conversations with key agencies, including LTA, on plans for the local transport network or upgrades for Khatib MRT. For residents, it is often the small improvements that make the biggest difference. More accessible pathways and well-planned transport flow can make everyday journeys safer and easier.
I look forward to working closely with the Ministry, LTA, and our community partners and our residents to plan ahead, address the needs early, deliver practical improvements that will serve Chencharu well for years to come. Sir, in Mandarin, please.
(In Mandarin): [Please refer to Vernacular Speech.] Mr Deputy Speaker, I support this Motion. Singapore's status as a globally connected hub for aviation, maritime and logistics did not come easily, and we must never take it for granted. A world-class transport hub requires a world-class workforce. We must create as many of these jobs as possible and equip Singaporeans with the capabilities to fill them.
I would like to ask the Ministry of Transport how it plans to help our workers prepare for what lies ahead. Could the Minister share with us the projected manpower forecasts, the expected ratio of local to foreign workers and the job functions likely to see growing demand? More importantly, what plans do we have to train, attract and retain talent so as to ensure that Singapore continues to maintain its edge?
Mr Deputy Speaker, I believe these efforts are about more than just job creation and economic growth. We also aspire to achieve genuine connectivity in every sense – one that enhances the lived experience of the Singaporeans.
In Nee Soon South, the Chencharu area is set to see around 10,000 new homes built by 2040. This means that over the next 15 years, approximately 30,000 new residents are expected to move in at an average of around 2,000 per year.
Early planning is essential to prevent transport bottlenecks that would be difficult to resolve once the residents have already moved in. I am glad to have been able to engage early with the key agencies, such as LTA, to begin preliminary discussions on expanding the transport networks in Nee Soon South or upgrading Khatib MRT station. For residents, it is often these small improvements that make the greatest difference. Better pedestrian access and well-planned transport connections can make daily commutes safer and more convenient.
I look forward to continuing to work with MOT, LTA and our community partners.
(In English): Mr Deputy Speaker, I look to the future of our transport sector with optimism. A world-class transport sector gives our residents more than convenience. It connects them seamlessly across Singapore and opens the door to the world for leisure, education, business and work. Because when Singapore moves well, the world moves with us. Mr Deputy Speaker, I support the Motion.
Mr Deputy Speaker: Dr Neo Kok Beng.
Dr Neo Kok Beng (Nominated Member): Mr Deputy Speaker, I declare my interest as a deep tech innovator and entrepreneur.
Once upon a time, I had a power pressure craft licence, a pilot licence and, of course, a driving licence. That does not make me a seal. But of course, it piqued my interest in mobility solutions and so, I spent quite a bit of time working in these sectors.
For the Minister for Transport's information, I got my flying licence on my very first test but driving cost me five tests. Which means our road traffic regulations are very tight.
The transportation or mobility sector is a very important area or sector or industry for Singapore as a sea hub, air hub. And so, I would like to focus on innovations and to support the entrepreneurs of deep tech ventures, especially, right now, where with the advance of AI, autonomous technology, drones, this has become a fertile field for us to create many possibilities for our industries in the mobility sector.
But there are actually issues that we face. I note that the wing-in-ground (WIG) craft brought in by ST Engineering known as the \"air fish\" that floats above the surface of the water. It is now in operation. But however, it takes quite a bit of time. We know that the craft existed for many, many years, but it has been tested overseas and then after that, once they are ready and it will be brought back to Singapore. I like to compare this against two aerospace engineers, who are from the Massachusetts Institute of Technology, America, and they are aerospace engineers trained in drones and trained in AVs, and they founded this company called Regent Craft, founded in 2020. Today, they have commercial orders of $20 billion.
I think the imaginations and possibilities in the maritime and mobility industries or transportation industry for our people are infinite. And therefore, we really have to enable them to go and find these possibilities.
What is the issue then? The issue really is that in Singapore, confined environment especially air and sea, it is very difficult for us to trial or pilot anything that is moving. Well, it is for good reason, risk management and also, not to affect our normal operations. For example, if we talk about the low altitude economy, which is the drone or the flying cars, it is actually very difficult to find any place in Singapore for us to do trials. And therefore, it is important for us to provide fixed sites, controlled sites for R&D. So, localised sandboxes both for sea, land and air; and then regional sandboxes so that trials for such craft, which needs longer distance, more complex operations can be done.
I note that in the Nanyang Technological University when they are developing these flying cars, in Singapore, they do trials, they are tethered. But when they need to do free-flying, it was reported that they go to Germany. Well, that is quite far away. Should we or can we explore options of having such regional trial sites with the neighbouring countries?
I note that Malaysia just announced its low altitude economy plan by the Transport Minister, by the Malaysia Prime Minister last week and that they are also proposing sandboxes. They have a lot more space. Indonesia also has a master plan for the other alternative means for low altitude economy called advanced air mobility and therefore, it is an opportunity for us to partner with them to allow or partner such that our companies can go there and do longer-distance flight trials or these testings. Maybe MOT would like to do that.
I would also want to commend the initiatives, the innovations, for example, MPA, which is on PIER71, which creates a lot of innovations. I think that we should consolidate all these into maybe an agency for innovation within MOT from air, sea and land; and then put in aggressive funding and piloting such that this could be a pillar for our economy in the future. I will not suggest a sum, but I think such an endeavour needs strong support as it will allow us to create a new economy. So, my proposal is an integrated innovation agency under MOT, with aggressive funding, aggressive piloting and collaboration within the region for sandboxes and flight testing.
Mr Deputy Speaker: Mr Lee Hong Chuang.
Mr Lee Hong Chuang (Jurong East-Bukit Batok): Mr Deputy Speaker, I rise in support of this timely and important Motion, especially emphasised on anchoring good jobs in Singapore. This is not just a transport issue. It is about Singapore's long-term relevancy in the global economy.
There is an old saying: ships do not sail because the sea is calm; they sail because they are built to weather the storm.
Singapore became a leading aviation, maritime and logistic hub not because geography favoured us but because we transform opportunity into excellency through vision, trusted institution and the determination of our people.
Today, the world is changing rapidly. AI is reshaping logistics. Supply chains are being redesigned. Businesses are placing greater emphasis not only on efficiency, but also resilience, sustainability and trust.
The question before us is simple: how do we ensure companies continue to choose Singapore not just to move goods but to invest, manage regional operations and create high value jobs?
When we discuss strengthening Singapore as a global transport hub, we naturally think about airports, ports and infrastructure. These, no doubt, are important. But equally important are our SMEs. Our freight forwarders, customs brokers, engineering firms, logistics technology companies and service providers are the backbone of our transport ecosystem. Every MNC was once a small business with a big ambition. If Singapore is to remain competitive, we must help today's SMEs become tomorrow's regional champions.
My first suggestion is to strengthen support for SME digital transformation. Technology is advancing quickly. Tuas Port is becoming one of the world's largest automated ports. AVs are being trialled on our roads. Digital trade platforms are replacing paper documentation. But merging our physical and digital infrastructure must include our SMEs and not just our ports and terminals.
The challenge for many SMEs is not buying technology. It is knowing which solutions to adopt, integrating them into operations, training employees and generating real business value.
Grants are important, but they are only the starting point. The last mile of digital transformation is implementation. I therefore encourage continued efforts to strengthen hands-on implementation support through trusted technology advisers, sector-specific consultancy and practical guidance that helps SMEs move from grant approval to successful execution.
Second, we should continue helping our SMEs internationalise with confidence. Many businesses need support to navigate overseas regulations, identify reliable partners and understand emerging markets. Every Singapore enterprise that successfully expands overseas strengthens our economic resilience and reinforces Singapore's position as an international global business hub.
Third, talent remains our greatest competitive advantage. Technology does not replace people. It transforms jobs. Warehouse assistants become robotics specialists. Dispatch clerks become data-driven fleet coordinators. Customs brokers become digital trade experts.
AI can recommend routes, but people make judgement calls. AI can automate processes, but people manage exceptions, build relations and create trust. So, the future workforce needs not only digital skills but also operational judgement, communication and problem-solving.
Job redesign, however, is especially challenging for SMEs, which often lack dedicated human resource and transformation teams. We should therefore continue investing in SkillsFuture and workforce transformation while exploring shared talent pools, industry attachments and collaborative innovation programmes with partners, such as Tech Talent Assembly, also an associate to NTUC, so that SMEs can access specialised expertise that would otherwise be beyond their reach.
Mr Deputy Speaker, sustainability is also becoming a business requirement. Low-carbon shipping, green warehousing and sustainable supply chains are no longer optional. Increasingly, they determine whether companies win or lose the contracts. Helping SMEs adopt greener technologies is therefore not only an environmental priority but also an economic necessity.
We must also continue strengthening supply-chain resilience. Above all, businesses know that when Singapore makes a commitment, we deliver; and that reputation is priceless.
As Singapore prepares to assume the ASEAN Chairmanship in 2027, we should deepen regional connectivity and continue championing common standards in areas, such as digital trade, AI and interoperability.
Mr Deputy Speaker, allow me to suggest one strategic shift. Singapore should aim to move from being a transit hub to becoming a decision hub. A transit hub is where goods pass through. A decision hub is where companies decide how goods move, where they move, how risks are managed and how regional supply chains are coordinated, where they locate their supply chain control towers, procurement centres, digital trade platforms, financing functions and risk management capabilities. And also, where should they coordinate between air, sea and land logistics.
This is where higher value jobs are created when we are reinforcing Singapore’s position as a global transportation hub. That is the next stage of Singapore's competitive advantage.
Let me give you an example. Imagine a visitor arriving in Singapore in the future. The flight lands at Changi Airport, immigration clearance is fast and largely automated, luggage is tracked digitally. The traveller may choose for luggage to be transferred securely to the hotel. Transport, hotel check-in and payment made be connected more smoothly. By the time the visitor reaches the hotel, the luggage may already be there.
But the point is not the luggage. The point is the experience. Technology removes friction, but people create trust. When the visitor reaches the hotel, a human concierge may still welcome him, recommend where to eat, explain what to see, and give the warmth and assurance that technology alone cannot provide.
This small example reflects a larger strategy. The future of transport is not only about automation. It is about confidence. It is about how systems, companies and people come together to deliver one trusted experience.
The same applies to businesses. Pharmaceutical companies moving temperature-sensitive medicines through Singapore do not only need air cargo. It needs cold chain logistics, digital documentation, cybersecurity, insurance warehousing, onwards delivery and risk management.
The customer does not experience this as separate sectors. The customer experiences them as one Singapore system. Thus, our ambition should be clear. Singapore should not simply be where goods move through. Singapore should be where supply chains are designed, coordinated and trusted. And this is where everything I have said comes togethe – because a decision hub needs capable local partners around it. Helping our SMEs upgrade is therefore not simply an SME policy. It is national strategy.
Mr Deputy Speaker, ultimately, this Motion is not just about ports or airports. It is about people. Behind every shipment is a business. Behind every business is a worker. Behind every worker is a family. As the NTUC slogan goes, \"Every Worker Matters\". I believe “Every SME Matters” and “Every Family Matters” too.
Singapore has never competed on size. We compete through trust, excellence and innovation. As our founding Prime Minister, Mr Lee Kuan Yew, reminded us, \"If we do not remain relevant to the world, the world will not remain interested in us.\"
Let us continue helping our enterprises innovate, internationalise and grow. When our SMEs thrive, our workers prosper. When our workers prosper, our economy becomes stronger. And when our economy remains strong, Singapore's future remains secure. Mr Deputy Speaker, please allow me to end my speech in Mandarin.
(In Mandarin): [Please refer to Vernacular Speech.] The Singapore of the future should not merely be a place where goods pass through quickly. It should be a place that creates value, generates knowledge and develops solutions.
Today, advanced technology can be acquired anywhere in the world and modern ports and airports can be built by any country. What is truly difficult to replicate, however, is the institutional framework, credibility, professional talent and international reputation that a country builds over the long term. When global enterprises choose Singapore in the future, it will not simply be because of our efficiency. It will be because they trust that here, they can make important decisions with confidence, manage regional operations and find partners they can rely on.
In my view, we cannot focus solely on nurturing a handful of successful large enterprises. We must build a complete industrial ecosystem. Large corporations, SMEs, research institutions, institutes of higher learning, trade unions and Government agencies must all form a network of mutual support and shared growth.
When a local SME is able to enter an international supply chain through innovative solution, the impact goes far beyond its own growth. It creates more local jobs, develops more skilled professionals and makes the entire Singapore economy more competitive. That is what a truly sustainable model of development looks like.
Finally, Mr Deputy Speaker, I wish to emphasise one point. The competition among global transport hubs in the future will not be fought on speed alone. It will be fought on trust. Technology can improve efficiency and AI can optimise processes. But integrity cannot be auto generated, and reputation cannot be built by algorithms. What international partners ultimately trust is what Singapore has consistently stood for – professionalism, the rule of law and the ability to deliver on our commitments.
As long as we continue to uphold openness and cooperation, pursue relentless innovation, develop our people and move forward hand-in-hand with businesses and workers, I am confident that Singapore will not only maintain its leading position as a global transport hub, but will also become the most trusted decision-making centre for enterprises worldwide, creating more quality jobs for Singaporeans and lay a stronger foundation for the generations to come.
(In English): Mr Deputy Speaker, I support the Motion.
Mr Deputy Speaker: Mr Sanjeev Kumar Tiwari.
Mr Sanjeev Kumar Tiwari (Nominated Member): Mr Deputy Speaker, when we speak about reinforcing Singapore's position as a global transport hub, we often think of Singapore Changi Airport, world-class, SIA connecting us to the world. We think of PSA with the towering cranes at Pasir Panjang, Jurong and Tuas Port. We think of the many ships in our waters and the seamless movement of cargo through our logistics network, including our land transport network.
These are powerful symbols of success for Singapore.
Mr Deputy Speaker, infrastructure alone and high-tech systems do not make a global hub. A transport hub is only complete because of the people who keep it moving, 24 hours a day, seven days a week. From the baggage handler working on the tarmac; the technicians ensuring that every vehicle operates safely; the crane operators managing multiple cranes from a control room, the harbour pilot guiding some of the world's largest vessels into our ports; our air traffic controllers and airport crew who ensure the safety of airplanes in and out of Singapore and ensuring people coming through Singapore get the best experience; the seafarer spending months away from home to keep global trade flowing; the logistics planner ensuring that supply chains continue to function, so businesses receive their goods and families receive their parcels. There are many more examples.
These are the men and women who built Singapore's transport hub reputation. They kept our transport system moving during COVID-19. They kept global trade flowing through supply chain disruptions. They adapted through manpower shortages and global uncertainties.
Today, as we speak of transforming and strengthening Singapore's position as a global transport hub, my question is: how will we bring these people along and what is the future that they see as part of that strong futuristic global hub that we want to be?
Because, Mr Deputy Speaker, the future of transport should not be something our workers merely adapt to. It must be a future they can look forward to.
Mr Deputy Speaker, transformations are no longer coming. They are already here. We have many such examples. Looking at our maritime sector, from the early days of the Singapore River to Jurong Port after Independence, to containerisation at Tanjong Pagar, Singapore has never stood still.
Today, our maritime sector is entering another transformation. Singapore now operates an AI-powered Maritime Digital Twin, integrating real-time information from vessels, weather systems and sensors to optimise traffic and improve safety. Our ports are increasingly automated. Yard cranes and automated guided vehicles are remotely operated.
MPA is driving innovation in autonomous vessels and new maritime fuels, while strengthening Singapore's International Maritime Centre. These are not just investments in technology. They are investments in better jobs. And we already see what this means for our workers.
Take Brother Syed Ali. More than 30 years ago, he began as a yard crane operator at PSA, climbing high into crane cabins every day in physically demanding work.
As technology evolved, so did his career. Today, he is a Senior Quay Crane Specialist, supervising automated operations, mentoring younger colleagues and leading the adoption of new technologies. His career did not end because technology arrived. Technology allowed his career to grow.
Likewise, Mr Tan Sin Poh from Jurong Port has spent over two decades developing engineering expertise. Today, he leads highly complex equipment relocation projects that require precision planning, engineering excellence and close teamwork. His experience has become even more valuable in a technologically advanced port.
These stories remind us that transformation succeeds when workers succeed. The same transformation is taking place in aviation.
CAAS has estimated that up to 30% of our 60,000-strong aviation workforce could see their jobs redesigned over the next five years. With Changi T5 nearly doubling airport capacity, the scale of change will only accelerate. Nearly 20,000 jobs redesigned is not a small number. Behind every redesigned job is a worker who must learn new skills. Behind every new technology is a worker who must be confident enough to use it. And behind every transformation is a family depending on that worker's future.
Mr Deputy Speaker, Singapore faces tight manpower. Our workforce is ageing with low birth rates. Every Singaporean worker becomes even more precious. If we are to remain a leading transport hub, we cannot simply add more workers. We must help every worker become more productive, more skilled and able to enjoy longer careers.
Automation, robotics and AI will be critical. They can remove repetitive, physically demanding tasks. They can create safer workplaces. They can allow experienced workers to move into higher-value roles that command better wages and offer greater career progression.
For our senior workers, technology can extend productive careers instead of shortening them because their bodies can no longer cope with physically demanding work.
But Mr Deputy Speaker, technology alone does not build trust. Workers must know that transformation is happening with them, not to them. They must know that technology is being deployed to strengthen the Singaporean core. And very important, it is to strengthen the Singaporean core: to improve their wages, to improve their welfare, to strengthen their work prospects so that they can stay ahead of the cost curves and provide well for their families. That is why I have two calls in support of this Motion.
First, we must equip and train workers early, with unions involved from the very beginning and we already know that this works with many examples. Within aviation, NTUC's Aerospace and Aviation Cluster, together with unions like SATS Workers' Union, has used Company Training Committees to redesign jobs while equipping workers with new capabilities. As we build T5, the tripartite model should become the norm.
CAAS, CAG, SATS, employers and unions must work hand in hand to ensure that every productivity gain is also a gain for workers. This is also how we attract young Singaporeans into aviation and the industry. Beyond competitive salaries, the young people want meaningful careers with opportunities to grow. At the same time, experienced Singaporean workers must remain the heart of our success.
Technology may automate many processes, but it cannot automate the warmth, the professionalism and service excellence that define us, Singapore and as the Singapore experience.
Our maritime sector offers similar examples. The Singapore Maritime Officers' Union and the Singapore Organisation of Seamen have worked through Company Training Committees to prepare seafarers for future through structured training, professional development and lifelong learning.
Going forward, the Government should continue to work closely with the NTUC, unions, e2i and the Tripartite Jobs Council to support companies, large and small, to redesign jobs well before disruption takes place. All stakeholders should be able to plug into and grow with the vision of a world-class transportation hub. Transformation should never begin after jobs disappear. It must begin while our workers are still employed.
Second, we must ensure that the good jobs we create are accessible to every Singaporean. For senior workers and mid-career PMEs, transformation plans must include clear pathways into emerging roles. Where jobs may be affected, companies should work closely with unions to identify impacted workers early, provide sufficient notice and ensure adequate training so workers can transition confidently into new opportunities.
For our lower-wage workers, technology must become a ladder for upward mobility. They should see the gains. They should see an upward growth for themselves and their families. New technology-enabled roles should help workers progress through and beyond the Progressive Wage Model. Transformation should narrow opportunity gaps and not widen them.
And let us not forget persons with disabilities. As more transport jobs become digital, remote-enabled and less physically demanding, new opportunities become possible. I hope MOT can work together with SG Enable, employers and unions to redesign suitable roles so that more persons with disabilities can participate meaningfully in our transport sector.
Mr Deputy Speaker, technology will undoubtedly reshape our transport hubs. The question is not whether transformation will happen. The question is whether every Singaporean worker will benefit from it. Because Singapore's greatest competitive advantage has never been our port. It has never been our airport. It has never been our technology. Our greatest competitive advantage has always been our people.
Technology will reshape our hubs. That is much certain. But a highly skilled, adaptable, trusted and resilient Singaporean workforce cannot be replicated easily.
By investing in workers' capabilities, career progression and resilience, Singapore transforms its workforce from a factor of production into a strategic asset. This not only strengthens productivity and service quality but also reinforces Singapore's reputation as a reliable and future-ready global transport hub.
If we continue investing in our workers, developing their skills and supporting their careers and strengthening the Singaporean core, we will not only reinforce Singapore's position as a global transport hub. We will reinforce Singapore's reputation as a nation that succeeds because we never leave our workers behind.
And that is what every Singaporean worker can look into the future with confidence, dignity and pride knowing that we have their backs. Mr Deputy Speaker, I support the Motion.
Mr Deputy Speaker: Ms Gho Sze Kee.
Ms Gho Sze Kee (Mountbatten): Mr Deputy Speaker, I declare my interests as a maritime lawyer. I am also adviser to the Singapore Maritime Officers Union, the Shipbuilding and Marine Engineering Employees Union, and the Singapore Organisation of Seamen.
This Motion is about reinforcing our position as a global transport hub and my parliamentary colleagues have spoken well. But as we discuss ideas and innovations, I think it is worthwhile to ask some fundamental questions: what is a true maritime hub? What makes us a hub in the first place? What ultimately underpins our position?
Singapore is now the busiest transshipment port in the world, and the second busiest container port. We top the world too, on vessel arrival tonnage. These are impressive statistics and they do matter. But they are not what truly distinguishes us.
Sir, our port does not stand alone. It sits at the centre of a deep ecosystem of ancillary and allied maritime industries that draws in and supports one another.
The depth of this ecosystem is what makes our position as a global maritime hub so resilient, unique and difficult to displace. It includes services that are critical to shipping interests but are not always visible to the public, such as bunkering, repair, fleet management, crewing, handling, classification societies, surveyors, insurance brokers and so on.
Over time, we have grown into major hubs for many of these parallel industries as well. We are the world's largest bunkering hub, accounting for about 40% of global bunker sales. That is reinforced by our position as a major oil trading, storage and refining hub. Our ship registry is the fourth largest in the world by tonnage.
We are also a leading ship crewing and marine and trade insurance hub, driven by our excellent global connectivity and banking sector. When trade disputes arise, and take it from a lawyer, they always do, Singapore is a globally recognised hub for maritime law and dispute resolution.
We are actually the world's second most preferred arbitration seat globally, second only to London, and number one in Asia. Protection and Indemnity (P&I) clubs, financiers, classification societies and fleet managers all cluster here because our legal and financial system is transparent and trusted.
As you can see, we are no longer just a port where ships call. But we have evolved into a place where shipping decisions are made, logistics are arranged, risks are managed, disputes are resolved, contracts concluded and capital deployed. This is what distinguishes us as a real maritime hub from just another successful port.
Our integrated maritime ecosystem attracts global players. But what keeps and anchors them here is the trust in the Singapore system. Strip all the physical infrastructure, and trust is what ultimately underpins Singapore's position as a global maritime hub.
That trust did not appear overnight. It has been earned over decades through a capable and far-sighted Government, our independent judiciary and the quality and integrity of our public administration, and of course, our unique tripartite partnership between Government, employers and unions that has kept Singapore free from the industrial disruptions seen elsewhere.
We may take these things for granted, but they are all factors that global supply chain managers take into account when deciding where to anchor their operations and route their cargo. Taken together, the message to any global operator is simple. Singapore is stable and trustworthy, and you can trust Singapore to deliver.
As many players have observed, recent global disruptions have initiated a border shift in supply chains. From focusing on the cheapest and fastest towards the safest and most trusted. In other words, the winds have been blowing towards us. This is an affirmation of the system we have built. We are well positioned to take advantage of that. But the challenge is always to stay ahead.
To do this, we must be clear-eyed about what we face. In the sequel to the classic children's novel, Alice in Wonderland, there is a well-known scene where the Red Queen tells Alice that in her country, you must run as fast as you can just to stay where you are.
Sir, Singapore is that country. The world around us is not standing still. For us, to stand still is to fall behind. Complacency is fatal. We can never rest on our laurels.
Consider a few examples. Right next door, within sight of our new Tuas Port, the Port of Tanjung Pelapas, backed by global giant APM terminals, is currently expanding. And not far away in North Sumatra, Kuala Tanjung is being developed into Indonesia's largest transhipment port and it is backed by DP World, PSA's peer competitor in Dubai. They are not out to complement us, but to compete with us. World-class expertise has quietly arrived at our doorstep.
Senior Minister Lee Hsien Loong once said that Singapore must always be exceptional just to survive, and I agree. Larger countries can afford to get some things wrong. They have the natural resources and domestic markets to do so. Singapore cannot. For us, the margin for error is exactly zero.
But our answer to this challenge is implicit in the earlier part of my speech. Our playbook is never a secret. Even as we embrace frontier technologies and continue our investments in infrastructure, we must remember that others may embrace the same technologies and build the same world-class infrastructure.
They can also hire the world class expertise that they cannot develop themselves.
But it is the intangibles that we have built that are much harder for others to replicate and follow – the brand name reputation that comes with trusted institutions, a strong Government with good leadership, strong industrial relations, all tied into an ecosystem in which the whole is worth far more than the sum of its parts.
These are Singapore's enduring advantages. They are also our enduring responsibilities. We must remember that these intangibles were earned over decades and can erode away quickly. Once lost, they are very difficult to rebuild.
Technology will keep changing. Supply chains will too. Even the international order is changing before our eyes. But for Singapore, certain fundamentals must never change. We must remain trusted. We must remain exceptional. Because for Singapore, these are the very conditions for our survival.
So, when we ask how do we reinforce Singapore's position as a maritime hub, the real question is not whether to keep investing in future technology like AI or next generation infrastructure. Of course we must. The real question is whether we continue tending to the intangible qualities that underpin our system and make us exceptional. That, Sir, will determine if we can continue to earn our place in the world. I support this Motion.
Mr Deputy Speaker: Dr Choo Pei Ling.
Dr Choo Pei Ling (Chua Chu Kang): Mr Deputy Speaker, at first glance, this Motion is about transport. But at a deeper level, it is about how Singapore creates value in a changing world.
For decades, Singapore earned its place by connecting the world. We built one of the world's leading ports, one of the world's best airports and a logistics network that businesses around the world came to rely on. Although we are a small island with no natural resources, we became relevant because we connected people, markets and opportunities better than almost anyone else.
That strategy transformed Singapore. But every successful strategy must evolve with the world around it.
Today, supply chains are being redesigned. Trade patterns are becoming less predictable. Businesses are balancing efficiency with resilience. Technology is changing how goods, services, capital and information move across borders.
In this environment, connectivity remains essential. But connectivity alone is no longer enough. The busiest hub is not always the one that creates the most value. The question is no longer whether goods pass through Singapore. The question is whether the decisions behind those goods are made in Singapore.
That, I believe, is Singapore's next opportunity. Increasingly, the greatest value is created long before a container reaches a port or an aircraft leaves the runway. It is created when businesses decide where to source, where to manufacture, where to manage risk and how to respond when disruption strikes. Those decisions matter more than ever because uncertainty has become a permanent feature of the global economy.
Singapore should therefore aspire not only to move trade efficiently, but to become the place where those decisions are made with confidence.
Take a company managing operations across Asia. Yesterday, Singapore's role may be to ensure that its cargo moved quickly through our port or airport. Tomorrow, our ambition should be greater. We want its regional operations, supply chain planning and risk management teams to be based here, not because the cargo stays in Singapore, but because the decisions do. That is a much stronger position to hold. It is also one that cannot be replicated simply by building another port or another airport.
Mr Deputy Speaker, why should those decisions be made here? Because Singapore offers something that has become increasingly valuable in an uncertain world – trust. Trust did not appear overnight. It was built patiently over decades through stable institutions, predictable rules, openness to the world and a reputation for keeping our word. When global supply chains came under strain, Singapore kept trade moving. We honoured our commitments. We remained a dependable partner when certainty was in short supply.
Trust is often spoken of as a virtue. Today, it is also a competitive advantage. When businesses decide where to invest, where to establish regional headquarters and where to coordinate operations, they are ultimately deciding where they have confidence in a system.
Trust has become part of Singapore's economic infrastructure. That is why investments in Tuas Port and Changi T5 are so important. They are not simply investments in capacity. They are investments in Singapore's relevance for the next generation.
But infrastructure alone will not determine our future. Technology will continue to transform aviation, maritime and logistics. AI, automation and digital systems will make transport faster, safer and more efficient.
But these technologies will become increasingly available. Judgement will nonetheless remain scarce. Technology can process information. People decide what matters. Technology can recommend options. People weigh competing priorities. Technology can improve efficiency. People decide when resilience is worth the additional cost.
Technology should never be seen as replacing Singaporeans. It should increase the value that Singaporeans bring.
This also changes how we think about jobs. Too often, we ask which jobs technology will replace. Perhaps we should ask a different question. What expertise should Singapore be known for?
Our ambition should not simply be to create more jobs in transport. It should be to create the jobs where the most important decisions are made. The jobs that design supply chains rather than merely operate them. The jobs that coordinate regional operations rather than simply execute instructions. The jobs that combine technology with judgement. These are the jobs that will command higher wages because they create greater value. These are the jobs that global companies will choose to anchor here. These are the opportunities we must prepare Singaporeans to seize.
Mr Deputy Speaker, every generation of Singaporeans has had to answer one question: how will Singapore continue to matter to the world?
Fifty years ago, our answer was connectivity. We connected the world better than almost anyone else. The next answer must be different. In a world that is becoming more uncertain, Singapore must become the place where the world's most important transport and supply chain decisions are made with confidence.
That is why we continue to invest in world-class ports and airports. That is why we strengthen international partnerships. That is why we embrace new technologies. But above all, that is why we invest in Singaporeans. Because infrastructure can be replicated, technology can be acquired, but trust must be earned, judgement must be developed and confidence must be built over time.
If Singapore becomes the place where the world chooses to make its most important transport and supply chain decisions, then goods will continue to flow through our ports and airports. More importantly, opportunities will continue to flow to Singaporeans. That is how we reinforce Singapore's position as a global transport hub. Not simply by moving more cargo, but by creating more value. And not simply for the next decade, but for the next generation. I support the Motion.
Mr Deputy Speaker: Ms Valerie Lee.
Ms Valerie Lee (Pasir Ris-Changi): Mr Deputy Speaker, Changi is where Singapore meets the world. Every day, hundreds of flights arrive and depart. Thousands of tonnes of cargo move through our airfreight facilities. People, goods and ideas connect Singapore to every corner of the globe.
But for many of the residents I represent, Changi is something else. It is where they report to for work.
As the MP for Changi and as adviser to the SIA Employees' Union and the Supply Chain Employees' Union, I have had the privilege of speaking to many Singaporeans whose livelihoods depend on our transport ecosystem – cabin crew, aircraft engineers, airport operations staff, freight forwarders, warehouse supervisors and logistics professionals. And on behalf of them, I will ask: as our transport hub evolves, will it continue to create good jobs for Singaporeans?
Mr Deputy Speaker, I believe that is the central question behind today's Motion. Singapore has never succeeded because of geography alone. Our success has always come from staying ahead of change. If Singapore wants to remain indispensable, we must once again reinvent ourselves.
Mr Deputy Speaker, I would like to raise three questions.
First, how do we ensure that strengthening Singapore's transport hub continues to create good jobs for Singaporeans? Ultimately, that must remain our measure of success, not simply more passengers, more containers or more cargo, but better career, higher wages and meaningful opportunities for Singaporeans.
Technology is already transforming aviation, maritime and logistics. AI is improving aircraft maintenance. Automation is changing airport and port operations. Digitalisation is reshaping supply chains.
Residents understand that change is inevitable. Their concern is whether they will be equipped to succeed in this new environment. I therefore welcome the Government' continued investments in workforce transformation like the OneAviation Manpower Fund and various SkillsFuture initiatives. But my question to the Minister is this: as we invest billions in T5, Tuas Port and new transport technologies, how will the Ministry ensure these investments translate into better jobs, stronger career progression and higher value opportunities for Singaporeans? Infrastructure alone does not create prosperity. People do.
Second, Mr Deputy Speaker, much has been said about aviation and maritime. I would like to focus on the third pillar of this Motion – our logistics hub. When people hear the word \"logistics\", they often think about the action of moving goods from one place to another. But increasingly, that is not where value is created. The real value lies in planning, data, visibility and supply chain resilience, in the ability to anticipate disruptions before they happen and increasingly, in AI.
Singapore has always moved up the value chain. We did not remain simply a trading post. We became a global maritime hub. Likewise, we should not remain simply a place where goods pass through. We should aspire to become the nerve centre of regional supply chains, where transport networks are planned, where supply chains are coordinated and where decisions are made. We should be the region’s \"supply chain control tower\".
We already have many of the building blocks: a world-class airport, a world-class port, trusted institution and strong digital infrastructure. The jobs of tomorrow will increasingly be in transport analytics, digital trade, AI-enabled planning, supply chain optimisation and sustainability. These are professional, managerial and specialist roles that will create greater value and better careers for Singaporeans.
My question to the Minister is this: beyond strengthening Singapore's physical connectivity, does the Ministry have a long-term strategy to position Singapore as the region's nerve centre for transport and supply chain management? How will MOT work with other agencies and our tripartite partners to anchor these higher-value activities and the good jobs they create in Singapore?
Finally, how do we maximise the opportunities presented by Singapore's Eastern Gateway, an idea my parliamentary and group representation constituency (GRC) colleague Mr Sharael Taha is extremely passionate about?
T5 is one of the most significant infrastructure investments in our nation's history. It will strengthen Singapore's aviation hub for decades to come. But perhaps we should be thinking beyond T5 itself.
Together with the Tanah Merah Ferry Terminal, Changi Airfreight Centre, Changi Business Park, Loyang Industrial Park and our close proximity to the BBK Free Trade Zone, eastern Singapore has the potential to become an integrated gateway for aviation, maritime connectivity, logistics, business and tourism.
Rather than viewing them as separate developments, could we bring them together under one long-term vision? Could stronger integration between T5 and the Tanah Merah Ferry Terminal create a seamless air-sea connection, making Singapore the preferred gateway for travellers and businesses connecting through the Indonesia-Malaysia-Singapore growth region?
Could this also catalyse new investments, create new businesses and generate even more good jobs for Singaporeans? I would gladly lobby for this vision with Sharael, especially since much of the infrastructure sits within Changi.
Mr Deputy Speaker, Singapore's story has always been one of reinvention. Our pioneers built a trusted port. Another generation built one of the world's finest airports. Our generation must now build the next chapter – not simply by expanding our infrastructure, but by creating more value through technology, innovation and our people.
When my residents ask me whether Singapore will continue to create good jobs as our transport hub evolves, I believe our answer must be a resounding yes. That means continuing to invest boldly, embracing new technologies, moving up the value chain and ensuring that Singaporeans remain at the heart of our transport story.
But honestly, Mr Deputy Speaker, truth be told, besides good jobs, my residents will also greatly appreciate an enhanced bus connectivity to Changi Airport and the Cargo Centre. But I will save that for another debate. Mr Deputy Speaker, I support this Motion.
Mr Deputy Speaker: Dr Hamid Razak.
Dr Hamid Razak (West Coast-Jurong West): Mr Deputy Speaker, Sir, as we invest in Tuas Port, Changi Airport T5 and the next generation of transport infrastructure, just like a few of my Parliamentary colleagues, I would like to focus on another form of infrastructure that will determine our long-term competitiveness: our people.
Ports can be built, airports can be expanded, but a future-ready workforce cannot simply be assembled overnight. If Singapore is to remain a leading global transport hub over the next two or three decades, our human capital strategy has to evolve with our infrastructure strategy.
The transport sector is indeed evolving rapidly. Digitalisation, AI and automation are reshaping aviation, maritime and logistics. The jobs of tomorrow will certainly demand different skillsets, stronger interdisciplinary capabilities and a commitment to lifelong learning.
The key challenge then is to ensure that our education system and our training pathways evolve just as quickly or even quicker, to keep up with the pace.
The question is this, do our IHLs provide sufficient opportunities for students of today to combine engineering with AI, logistics with data analytics or maritime operations with digital technologies? Equally important, are we providing enough opportunities for today's workers to continuously reskill as technology evolves?
Our transport strategy should therefore not simply be viewed as purely an infrastructure strategy. It should also keep in mind that it has to be a human capital strategy as well.
Singapore has always stayed ahead because we invested in our people ahead of demand. As we strengthen our position as a global transport hub, we should consider a more integrated National Transport Talent Strategy. Such a strategy could bring together Government agencies, industries, our IHLs and SkillsFuture partners to regularly identify emerging skills, develop future-ready curricula, expand internships and overseas industrial attachments to ensure that Singaporeans are well positioned to take on the high-value jobs that will emerge across our transport sector.
Doing so would also reinforce one of the key objectives of this Motion, which is to anchor good jobs in Singapore.
The best way to anchor good jobs is not simply to attract investment, but to ensure that our Singaporeans possess capabilities that investors cannot easily find elsewhere.
Mr Deputy Speaker, Sir, technology will continue to evolve, whether through AI, automation or innovations that we cannot yet foresee. Our task is not to predict every technological change, but to ensure that Singaporeans have the adaptability and the opportunities to keep learning throughout their careers. If we do that well, technology will strengthen our workforce rather than displace it.
Singapore's transport success has never depended solely on just our ports, runways or logistics networks. It has always depended on our quality, adaptability and resilience of our workers and our people. I believe we can better develop Singaporeans who will become the future leaders of the transport sector, identify where the skills gaps lie and determine how our existing platforms can better support this transition.
Mr Deputy Speaker, Sir, we plan our ports decades ahead. We plan our airports decades ahead. We should plan our people with that same discipline and rigour. If we do so, I am confident that Singapore will continue to be not just a global transport hub, but a global transport leader. With that, I support the Motion.
Mr Deputy Speaker: Minister Jeffrey Siow.
The Acting Minister for Transport (Mr Jeffrey Siow): Mr Deputy Speaker, let me begin by first thanking Ms Tin Pei Ling and the members of her GPC for Transport, who have filed this important Motion.
I also thank Members of this Chamber who have spoken so far, for their wide range of ideas that have been expressed. While I may not be able to respond to every idea individually, MOT will take all of these suggestions back and consider them seriously.
Typically, when I am at this podium, I am speaking about local transport issues. And no doubt, I will continue to do that. Such is the life of the Transport Minister. Local issues are important. We recognise that transport touches the lives of every Singaporean – whether one drives, walks, cycles or rides.
But today, Ms Tin and our colleagues are asking us a different question: to consider the economic impact of transport, which cuts to the heart of how our country makes its living in a changed world.
Transport is one of the largest economic sectors. It contributes about a-tenth of our GDP and 7% of our jobs – good, steady, high-paying jobs, held by Singaporeans who keep people and goods moving, by air, land and sea, every hour, every day.
But the worth of this sector goes far beyond GDP and jobs. Transport is the foundation on which our economy is built. Where others might have seen a sleepy fishing village, the British looked at our deep harbour and saw a gateway to seaborne trade.
Today, our world-class airport and seaport connect Singapore to every major market on the planet. Through them flows trade, many times the size of our own economy. And this foundation is how Singapore was able to build everything else – an advanced manufacturing base, a high-value services hub and a young but growing engine for startups and enterprises.
At this year's Committee of Supply, I set out three directions for our transport sector: to be globally-oriented, future-focused and people-centric. This remains our north star and it is how I will frame my response to the Motion. I will focus on MOT's overall strategies and Senior Minister of State Sun Xueling and Minister of State Baey Yam Keng will share more details on specific initiatives afterwards.
Let me begin with the first direction: that the transport sector must be globally-oriented. As more than a few Members have already observed, competing in today's world has become far more challenging. Just this year, the Strait of Hormuz was closed for almost four months, upending global energy and supply chains. And the disruption is not yet fully behind us. There were even suggestions from others that countries could levy tolls for passage – as though the right of transit passage guaranteed under UNCLOS simply did not exist.
For most countries, these are distant headlines. But for Singapore, this is existential. We depend on a rules-based international order – one where every nation, large or small, operates on the same terms.
And this is why Singapore spoke up on Hormuz. Because if the rules can be broken there, we worry they can be broken in the Straits of Malacca and Singapore too. And what is done on the seas, could also be done in the skies above us. For a country that lives by its connections, these rules are a matter of survival.
We know the world has changed. In November last year, I was in London for the Assembly of the IMO. Meeting after meeting, one topic was raised – the IMO Net-Zero Framework. Singapore and many others had laboured over this sustainability framework for years and it originally had the support of the majority. But at the 11th hour, the vote was suddenly derailed by intense lobbying from a small number of countries. What troubled people was not so much the outcome that the vote would be delayed for a year. It was a deeper question: does might make right?
If a few powerful countries could arm-twist others and override a deal that was thought to be settled, then what does this mean for the future of the rules-based international order? What does this mean for countries that depend on this to prosper?
One might draw from this a bleak conclusion that international organisations like the IMO have lost their relevance. This is not our view. When institutions come under strain, that is precisely the moment that a country like ours must show up – to bridge divides and to forge consensus on what matters.
Singapore speaks our mind, not only on our own interests, but on what we believe to be right for the world. And other countries listen. In the Council elections for the IMO and for the ICAO last year, Singapore received the highest number of votes in our category. We may be a small country, but we are not a spectator.
So, I agree with Ms Tin Pei Ling and Mr Sharael Taha that we must continue to strengthen Singapore's role as a global thought leader in transport. Singapore must do our part to shape global rules and standards so that they continue to work for small countries like ours.
Our presence in international organisations is only one part of our global orientation. Our connections are the other. Singapore has built a web of agreements around the world – Air Services Agreements, Green and Digital Shipping Corridors, and many more. These agreements open doors. They help explain why our airport has flights to over 170 cities today and our seaports have connections to more than 600 other locations. This is why our transport companies like PSA, CAG, SATS and SIA are able to grow overseas and operate global networks.
We will deepen these links and build new ones with like-minded partners – bilaterally and multilaterally. This includes new initiatives with our ASEAN neighbours: to make cross-border travel more seamless; to improve the efficiency and sustainability of regional ports; and to enhance regional air navigation and liberalise air services within and beyond ASEAN.
Next year, when Singapore takes on the ASEAN Chairmanship, we will have the opportunity to advance these projects and more, to bring our region closer together.
Is our current approach for global connectivity enough for this new world? The Economic Strategy Review recently released its recommendations. The Global Competitiveness Committee, which I co-chaired with Senior Minister of State Low Yen Ling, concluded that Singapore must further strengthen our role as a connected global hub.
You may expect the Transport Minister to say that the answer is to build bigger and better airports and seaports. That is still part of the plan, in case I inadvertently give my colleagues at the Ministry of Finance the wrong impression. But several Members have noted that connectivity today no longer rests on physical infrastructure alone, and I agree.
Supply chains are becoming more fragmented and more distributed. If Singapore is merely a place through which flows happen to pass, then one day those flows will simply pass us by. And that is why our strategy is not to rely on physical connectivity alone. It is to build a host ecosystem that the industry is reliant on.
Ms Poh Li San already explained eloquently how the ecosystem approach works around our airport. In maritime, we have the same thing. Around our port, we have built a maritime industry ecosystem – ship financing, marine insurance, maritime law, arbitration. Ms Gho Sze Kee, as an industry insider, vividly described this earlier in her speech much better than I could.
All this is integrated with our supply chain and logistics ecosystem, which includes air freight forwarding as well as inland transport and logistics. It has taken us decades of effort to build this ecosystem. It is a strategic advantage that keeps Singapore, Tuas Port and PSA competitive and relevant, even as the physical flows of trade shift around us.
Mr Gerald Giam and Mr Kenneth Tiong spoke about Maersk. Coincidentally, the chief executive officer of Maersk, Mr Vincent Clerc, called on the Prime Minister and me just two weeks ago.
Maersk is the second largest shipping line in the world by container volume. It recognises the value of our broader maritime and logistics ecosystem. It may have moved its transshipment operations to Tanjung Pelepas in the year 2000, but its Asia headquarters remain in Singapore. In fact, Maersk manages its entire Asia and Middle East portfolio of port terminals, including Tanjung Pelepas, from Singapore. So, even when its cargo does not physically pass through our waters, the decisions about that cargo may still be made here and we are able to capture value from it.
As supply chains become more digital, connectivity will increasingly depend on technology. This brings me to the second part of our strategy, which is to be future-focused.
Members have spoken a great deal about frontier technology, including AI. Colleagues are correct to dwell on this topic. AI will profoundly reshape our economy and our society in ways that we cannot yet fully understand or imagine. Like the Internet, we can be certain that AI will change our lives, long before we can say exactly how.
Thirty years ago, when web browsers started coming into public use, few of us would be prescient enough to have imagined that banking, shopping and even ride-hailing would one day all run through the Internet. In the same way, we cannot predict precisely the shape of how AI will change our lives. But we must prepare for it now, to stay ahead.
Transport is no exception. In the age of AI, it is even more important to have clarity on what makes Singapore successful in the first place. Shippers and travellers choose Singapore not because we have the best proprietary technologies, but because we are more efficient, we are more connected and we are more reliable than the alternatives.
Technology is only one ingredient in our secret sauce. Our approach will not be to adopt AI for its own sake, but to do so with intention, with clarity and on our own terms.
The National AI Council, chaired by the Prime Minister, drives our efforts on AI. I lead the AI Mission on Connectivity. These AI Missions are industry-centric by design. We begin with a real problem drawn from the industry and we ask what AI can do about it.
This approach suits the transport sector especially well, because our companies like PSA, SIA and SATS are already at the frontier, and we have a real opportunity to grow them into global champions in their own fields.
I am grateful to the Transport GPC Members who crafted this Motion for their thoughtful reference to frontier technologies. Ms Tin, in particular, suggested that we beef up R&D to benefit Singapore's growth. I am happy to share with Members that MOT plans to invest $800 million over the next five years on transport research and innovation to support efforts to develop frontier technology. And this will include projects drawn from the AI Connectivity Mission.
Eight hundred million is more than double the funding over the last five years. We will use these funds to back ideas that could completely transform how transport operates today. For instance, imagine a fully automated MRT depot that maintains and repairs our trains more efficiently, or an AI-enabled air traffic management system that increases our regional airspace capacity to accommodate the needs of all the airports around us, or a smart port network that makes decisions with shipping lines on how to shift containers on a real-time basis, using tools like digital twins, which Mr Jackson Lam and Ms Tin both spoke about. Ms Tin will be pleased to know that the MOT team does intend to explore how we can expand this into an intermodal concept across our air, land and sea networks.
If these projects succeed in the next decade, Singapore will still remain as one of the world's major transport and logistics hubs, but it will look completely different.
That brings me to the third part of our strategy, which is that transport must be people-centric. Many Members have emphasised that technology is not about machines but about people, and I fully agree. On the economic front, it is about supporting our workers – making their jobs easier, more productive and more skilled.
The transport sector is growing. T5 will raise Changi's capacity by more than 50%. Tuas Port will bring us from 45 million TEUs today to 65 million TEUs in the future. There will be many more jobs than workers available, but we will not be able to meet this growth by hiring 50% more.
During Ramadan this year, I broke fast with some workers at Changi Airport. One was a team of air traffic controllers. They shared with me how demanding their jobs are – watching several screens at once, deciding in real time what to tell each aircraft, making certain that no instruction conflicts with another, including with counterparts in neighbouring countries. It is a job of extraordinary demand and a job with no margin for error.
I met another group from SATS. SATS workers are the backbone of our airport operations. They are the reason why your baggage comes out so soon after you land. When we are at the airport, we walk on soft carpets, we enjoy air-conditioning, we listen to calming ambient music. But behind the scenes, there is an army of SATS workers doing backbreaking work, amid the heat and the noise, to move your baggage from the tarmac to the belt.
These are exactly the types of work that AI can lighten. For the air traffic controller, AI can put the full picture together so that the controller is free to do only what a human can: weigh the options, make a decision and carry the final call. For the SATS worker, AI can automate physical and repetitive processes so that he or she is in a safer and more comfortable environment while taking on responsibilities that make better use of their skills.
Technology of this kind raises the value of the worker. As Dr Wan Rizal and Mr Sanjeev Tiwari, among others, put it, workers can enjoy better wages, better welfare and better work prospects. Technology can transform existing jobs and also create new jobs that did not exist before.
I am glad Mr Ang Wei Neng spoke extensively about the new opportunities that AVs will bring. These opportunities are precisely why my Ministry has been preparing for AVs at the airport, at the seaport and also on our roads.
Recently, I gave out scholarships to children of ComfortDelGro's driver-partners. I met many proud parents, most of whom have been drivers for more than 10 years. We chatted about what their children were planning to study – engineering, computer science, finance. All of the parents had one thing in common: they wanted their children to do better in life than they did.
I shared with them the new exciting jobs that AVs will bring – software developers, robotics designers, vehicle engineers and so on. Jobs that many of their sons and daughters would love to take on. I explained that the Government is preparing for AVs for the same reason that we invest in our children's education – we are giving them a better future.
I know there is concern amongst our taxi and private-hire car drivers about AVs. Senior Minister of State Sun Xueling and I meet the driver unions very regularly. We understand the concerns.
Let me be clear. Driver jobs are not going to vanish anytime soon. Today, there are over 70,000 taxi and private-hire drivers in Singapore. In contrast, we only have about 20 AVs running around our roads, mostly in Punggol. Even if I gathered every AV around the world today and moved them all to Singapore, that would only be around 7,000 cars – or less than 10% of our total taxi and private-hire car population.
So, AVs are not displacing today's drivers, and even in 10 years, I expect that we will still require many human drivers. Our plan is indeed to take a proactive approach to support our drivers in any transition.
Mr Deputy Speaker, let me close. Technology matters and we will keep investing in it. But the future of transport is not about robotaxis or about drones or the smartest AI brain. It is ultimately a story about people.
Last month, I was in Chongqing in China. I met our SIA station manager there. Her name was Jocelyn, a young and energetic woman. She was on her first overseas posting – the only SIA staff in that office. There is one flight to and from Singapore daily, but it is at a godforsaken hour, landing at 1.15 am and departing at 2.35 am. So, Jocelyn is out at the airport in the middle of the night and gets home to sleep only at 4.00 am. But from my conversations with her, I could tell that she loves her job – living in a new city, working in a new culture, learning about herself as she strives in a new environment.
We can offer young Singaporeans like Jocelyn such opportunities because of the global reach of our transport sector. Because we build firmly with an eye on the future. Because we do not stand still.
That is what all of us at MOT are striving for. Not technology for its own sake, not staying number one for its own sake, but so that our children, and theirs after them, can reach for opportunities that we ourselves never had.
Globally-oriented, future-focused, people-centric. We hold the line on the rules so that a small nation is never left at the mercy of a large one. We invest at the frontier so that our hard-won lead is not quietly surrendered. We do all of it for one reason and one reason only – for Singaporeans. For the Singaporeans of today and for the Singaporeans of tomorrow who will one day do things that we in this Chamber have not yet even imagined. Mr Deputy Speaker, I support this Motion. [Applause.]
Mr Deputy Speaker: No clarifications for the Minister? In which case, we will move on. Mr Liang Eng Hwa.
Mr Liang Eng Hwa (Bukit Panjang): Mr Deputy Speaker, I thank Ms Tin Pei Ling and the Members for this important Motion, and also for giving me the opportunity to raise a couple of topics related to the future development of transport in Singapore.
Let me first commend the Government on the various key policy moves to electrify Singapore's transport system, especially land transport.
The transition towards electrified mobility is one of the defining shifts in transport today. It is driven by climate imperatives, rapid technological progress, improving vehicle economics and the need for greater energy efficiency. Electric vehicles (EVs) use energy more efficiently than internal combustion engines and their wider adoption can help Singapore reduce emissions, improve local air quality and build a more sustainable transport system.
The Government's approach has been comprehensive – reducing upfront ownership costs, building charging infrastructure ahead of demand, introducing appropriate standards and regulations, and progressively transitioning public transport and commercial fleets.
The policy direction is clear. From 2030, all new car and taxi registrations will be cleaner-energy models, supporting Singapore's broader goal for all vehicles to run on cleaner energy by 2040.
The Government is also working towards deploying 60,000 charging points island-wide by 2030. As of March 2026, around 30,500 charging points had already been deployed, indicating that progress is being made at scale.
The growing take-up of EVs demonstrates that the policy framework is beginning to work. Consumers now have a broader selection of EV models across price points, while the rapid expansion of charging infrastructure is reducing range anxiety, making EV ownership more practical for households.
However, the transition will not be uniform across all vehicle segments. For private cars and light commercial vehicles, the economics are improving quickly. In 2014, EVs accounted for about one-third of new car registrations, while roughly half of the new light goods vehicle registrations were electric.
The more difficult challenge lies in heavy vehicles. Heavy goods vehicles, construction vehicles, coaches, waste-management fleets and other commercial vehicles operate differently from private cars. They travel longer distances, carry heavier loads, face tighter operating schedules and often require reliable charging at depots rather than at public carparks.
This is why the Government's recent heavy-vehicle measures are important. From January 2026, the Heavy Vehicle Zero Emissions Scheme provides a $40,000 incentive for each newly registered zero-tailpipe-emissions heavy goods vehicle or bus above 3.5 tonnes.
The Electric Heavy Vehicle Charger Grant also co-funds up to 50% of charger installation costs, capped at $30,000 per charger for the first 500 chargers. These chargers must be deployed at designated lorry or coach lots, or at the vehicle owner's place of business.
These are sensible interventions because the barrier to heavy-vehicle electrification is not simply the vehicle purchase price. It is the entire operating ecosystem: depot space, electrical capacity, charging downtime, route scheduling, fleet financing and residual-value risk.
For smaller commercial vehicles, the transition is already more advanced. The Commercial Vehicle Emissions Scheme support electric light commercial vehicles, while higher-emission diesel vehicles face increasing surcharges.
Public buses provide the clearest example of how fleet electrification can scale when vehicle procurement, charging infrastructure and operational planning are coordinated.
Singapore is working towards a cleaner-energy public bus fleet by 2040, with electric buses expected to make up around half of the fleet by 2030. The near-term opportunity is therefore clear, and the medium-term test is whether Singapore can create the conditions for broader adoption among logistics operators, construction firms, waste-management companies and other heavy-duty fleet owners.
Sir, may I make three suggestions here?
First, we should ensure that fleet operators, particularly small and medium-sized enterprises, can access attractive financing and leasing options for electric commercial vehicles.
Second, we should continue to facilitate charging infrastructure at industrial estates, logistics facilities, depots and designated heavy-vehicle parking areas. The availability of electricity connections, charging equipment and operational space will be just as important as the vehicle purchase incentive itself. Agencies such as LTA, JTC and the Energy Market Authority and the private sector should continue to work closely to identify priority locations where commercial fleet charging demand is likely to emerge first.
Third, we should leverage digital technologies to improve fleet utilisation. Smart charging systems, route optimisation, predictive maintenance and energy-management software can help fleet operators reduce downtime and manage electricity costs more effectively. This is where electrification and digitalisation come together.
Sir, the future is not merely about EVs but an integrated transport system in which vehicles, charging infrastructure, grid capacity and logistics operations communicate and mutually reinforce each another.
Mr Deputy Speaker, let me move on to the next topic that is also another manifestation of electrification of transport but unfortunately did not get to proceed. It is a pity that the Singapore-Kuala Lumpur High Speed Rail (HSR) did not go ahead in January 2021, after many years of feasibility studies, planning and negotiations.
Both Singapore and Malaysia announced the joint development of the HSR in February 2013 and subsequently signed a legally binding Bilateral Agreement in December 2016, establishing the governance framework for what would have been Southeast Asia's most transformative infrastructure projects.
The HSR would have provided a compelling new mode of travel between Singapore and Kuala Lumpur, reducing journey times from more than four hours by road to approximately 90 minutes, with trains operating at speeds of up to 320 kilometres per hour.
Had the project proceeded as originally planned, services would have commenced by the end of this year. At about 350 kilometres in distance between Singapore and Kuala Lumpur, this is a sweet spot for high-speed rail, where it is widely considered to be “too far to drive conveniently and too short to fly”. And that is why HSR at this range in other places has captured massive market share in outperforming air travel in terms of total door-to-door travel time.
The strategic merits of the project remain compelling.
First, it would deepen economic integration between Singapore and Malaysia by strengthening connectivity between Southeast Asia's two leading business centres, facilitating business travel and encouraging greater cross-border trade and investment.
Second, it would promote more balanced regional development. Intermediate cities such as Melaka, Muar and Batu Pahat stood to benefit from increased investment, tourism and business activity arising from improved accessibility. Similarly for Singapore, the project would also have catalysed urban redevelopment. For example, the planned terminus at Jurong East was envisaged as a key anchor for the development of the Jurong Lake District as our second Central Business District.
Third, the HSR would encourage a shift away from road and air travel. A reliable 90-minute rail journey would offer an attractive alternative to short-haul flights, easing congestion at airports or on highways while supporting both countries' sustainability objectives.
While Malaysia explored the possibility of reviving the HSR in 2023 under a different delivery model, no decision has since been reached. The Singapore Government has consistently maintained that it remains open to future discussions should Malaysia bring forward a commercially viable proposal that serves the interests of both countries.
Of course, the challenges that led to the project's cancellation remain significant. These include the substantial capital costs, questions surrounding financing and ownership structures, cross-border governance arrangements, commercial risk allocation and the need for sustained political commitment from both sides.
Nevertheless, the long-term strategic case for the HSR remains strong. Beyond transport connectivity, it has the potential to strengthen regional competitiveness, enhance economic resilience and support long-term urban and economic development on both sides of the Causeway. I therefore encourage the Government to continue engaging its Malaysian counterpart on this issue, including through the Leaders' Retreat and other bilateral platforms.
Even if the implementation is not imminent, it is worthwhile to keep the dialogue active, keep exploring innovative financing and operating models, and remain prepared should the opportunity arise to realise a project that delivers mutual benefits for both Singapore and Malaysia.
Sir, in closing, with the rapid emergence of powerful digital technologies, Singapore has a significant opportunity to raise its game, reimagining how we organise our systems, services and industries, while reinforcing the competitive advantages that have underpinned our success. Realising this potential may require us to rethink legacy arrangements, redesign established operating models and embed new technologies more deeply across the economy.
Done well, these changes can improve economic competitiveness, strengthen sustainability and enhance our resilience in an increasingly uncertain world. I support the Motion.
Mr Deputy Speaker: Ms Yeo Wan Ling.
Ms Yeo Wan Ling (Punggol): Mr Deputy Speaker, Singapore has always been a place where the world arrives, connects and moves on. It is the result of decades of investment, sound policy and above all, generations of transport workers.
Because of my work as the Executive Secretary of the National Transport Workers' Union (NTWU) and Advisor to the National Taxi Association (NTA), the National Private Hire Vehicles Association (NPHVA), I wish to take this opportunity to speak up for our transport workers as we advance Singapore's position as a global transport hub.
As we discuss Singapore's future, let us also remember the people who make that future possible every single day – the bus captains, rail workers, taxi and private hire drivers, logistics workers, technicians, aircrew, seafarers who keep Singapore moving, often long before dawn and long after midnight. They are not simply part of our transport system, they are the reason it works.
AI, robotics and frontier technologies will undoubtedly transform transport. Used wisely, technology can make work safer, more productive and more meaningful. But if transitions are poorly managed, they can also create uncertainty and definitely anxiety.
As we embrace an AI-enabled transport system, especially one of global significance, we must re-imagine, with workers at the heart of the process, what jobs, skills and careers will look like in this future. And this begins with listening. Because when we truly listen to workers, we will stop asking: \"Which jobs will disappear?\", \"How many jobs will be displaced?\"
Instead, we begin asking better questions: \"What strengths do our workers already possess so that we can build the future around those strengths?\", \"What practical barriers must we remove if we want workers to embrace transformation?\", \"And what support must we provide so that no worker is left behind?\"
Over the last few months, together with my union leaders and NTUC colleagues, I have spent considerable time on the ground through focus group discussions and individual engagements with bus captains, taxi drivers and private hire drivers.
Every day, our transport workers witness our transport system transforming right before their eyes. They know AI and new technologies are changing the way we move. They are understandably anxious, but they are also curious.
Following the Economic Strategy Review, our workers understand that Singapore must continue to innovate and remain competitive. They are not asking us to slow down. They are asking not to be left behind.
Eve has been driving a taxi for the past 12 years. She put it more eloquently than I could ever.
(In Mandarin): [Please refer to Vernacular Speech.] Technology development is good. However, please do not forget our drivers. We must ensure that everyone move forward together with technology.
(In English): Technology should move Singapore forward. But the true measure of progress is whether it brings our people forward with it.
Mr Deputy Speaker, throughout these engagements, one message came through very clearly. Our transport workers are asking a deeply human question: \"Where do I fit in the future of Singapore as a global transport hub?\"
Our workers want to know what opportunities technology might create, what skills they should begin building today and how they can continue contributing meaningfully tomorrow. Our workers ask for a fair and thoughtful transition, they want the assurance that they will not be left to navigate this change alone because the clarity they seek is not simply about jobs. It is about lives; it is about livelihoods.
For Mr Low, a taxi driver in his early 40s, it means having the flexibility to earn a living while caring for his 64-year-old mother and taking her for her medical appointments.
For Aly, who drives a combi-limo, it means earning enough to provide a better future for her five young daughters.
For Ah Ban, who proudly became Singapore's first EV taxi driver, it means continuing to build a career that he takes pride in as the industry evolves.
And for Harry, after 31 years behind the wheel, retirement does not mean stepping away from transport. He imagines a future where owning an AV fleet with his friends becomes the next chapter of his working life – a retirement built not on stopping work, but on the experience he has spent three decades building.
These are stories of real drivers and those are their real names. But this is what our workers are asking for. Not certainty about the future – none of us can promise that, but clarity that there is a place for them in it.
As we continue building Singapore as a global business and transport hub, we must do more than create the industries of tomorrow. We must also redesign the jobs of tomorrow, making work safer, more productive and more meaningful, while keeping our workers' needs and livelihoods at the heart of every of these transformations.
We have already seen how this can work in real life. To enhance workplace safety and raise productivity, SBS Transit envisioned a predictive AI-enabled maintenance solutions across its bus and rail maintenance operations. Working closely with NTUC through the NTUC Company Training Committee initiative, SBS Transit consulted widely with workers before implementing a suite of predictive maintenance solutions from tyre and track inspections to facility management in its depots and interchanges. In doing so, SBS Transit developed new specialist capabilities. Through its Diagnostic Expert Scheme, workers could move into higher-value maintenance work with progressive career pathways, enhanced livelihoods and safer workplaces.
In this case, technology did not replace our workers. It lifted our workers.
Through our engagements, we also heard about the practical barriers our transport workers face as they prepare for transition.
Unlike salaried employees, P2P drivers stop earning the moment they stop driving. Every hour spent in training is an hour of forgone income. For many, attending a course is not simply about setting aside time. It also means paying vehicle rental, covering operating costs and giving up precious earning opportunities.
The opportunity cost of transformation is therefore much higher for our P2P drivers. If transformation is at too high a personal cost, even the best training programme will struggle to succeed.
Our drivers are also deeply pragmatic about upskilling. They understand that they must continue learning to remain relevant, whether within or beyond the transport industry. But they have also told us, time and time again, that training must lead somewhere. It must open the door to real jobs, real opportunities and of course, sustainable livelihoods. After all, our drivers have mortgages to pay, ageing parents to care for and children to raise.
Finally, any upskilling pathway must recognise why many entered the P2P sector in the first place. Flexibility is not a convenience. It is one of the profession's defining features. Many drivers chose this career precisely because it allows them to balance caregiving responsibilities, family commitments and other life circumstances.
If we want them to embrace lifelong learning, then our training ecosystem must be equally flexible.
Mr Deputy Speaker, to make job re-imagination happen at scale, we must invest in our workforce with the same determination we have invested in our land, aviation, maritime and logistics infrastructure. Allow me to suggest three areas for action.
First, transformation works best when workers help to design it. Job redesign must begin before disruption occurs, and workers and unions must be part of the conversation right from the outset. We cannot design the future of work without workers.
This House unanimously passed the Motion on \"An AI Transition with No Jobless Growth\" in May. I encourage and urge the Government to continue working closely with NTUC, our unions and our Tripartite Jobs Council to identify how jobs are evolving, expand AI Ready SG to equip more workers with AI capabilities and encourage more companies to leverage our Company Training Committee grants to support job redesign and workforce transformation across the entire transport sector.
Second, workers need visible and credible pathways into future jobs. For bus captains, future roles should continue building on valuable capabilities that they have already developed – managing commuters, responding to real-world situations and ensuring passenger safety.
For our taxi and private-hire drivers, emerging opportunities such as safety operators and remote operators should provide meaningful pathways into the AV ecosystem. Their years of road experience will strengthen the safety and operational readiness of future mobility services.
The transition support we provide matters too, particularly for workers whose livelihoods depend on being behind the wheel every day. We should create more flexible training pathways, Place and Train programmes, strengthen company-level apprenticeships and expand flexible work arrangements to include flexible training arrangements.
For technicians and skilled tradesmen, the shift towards electrification presents one of the greatest opportunities for workforce transformation. Singapore must position itself not only as a leader in electric mobility, but also as a regional centre of excellence for EV maintenance, battery systems and digital diagnostics.
Roles such as EV technicians and EV technical specialists will become increasingly valuable as transport systems across the world become more technologically sophisticated. This is not just a Singapore trend. Around the world, countries are already investing heavily in these specialised capabilities.
Mr Deputy Speaker, Singapore must seize this opportunity, not only to create better jobs locally, but to equip our workers with skills that are globally recognised, relevant and desired. They must see how our workers can progress from technician, to specialist, to diagnostic expert and eventually into engineering, supervisory and leadership positions.
The recently launched Skills Pathway for EV Technical Specialists is an encouraging step in this direction. When workers can clearly see both the skills required and the pathway ahead, they are far more likely to embrace change with confidence.
As we transform the transport sector, let us also measure whether transformation is delivering what truly matters – not simply more technology, but better jobs.
One possibility is a sector-level report card within our Industry Transformation Maps that tracks whether new and redesigned jobs are being created, whether these jobs are of good quality and whether they deliver what NTUC calls the \"3Ws\" – better wages, better welfare and better work prospects.
Third, AVs must complement our drivers, not compete against them. The tripartite has already begun important work through various workgroups and steering committees to guide Singapore's national AV deployment. This is a nascent space and it is important that the Labour Movement continues to have a seat at the table.
We will continue speaking up for workers on deployment concerns, liability and regulatory frameworks, and more importantly, how the AV industry can create good local jobs and build Singaporean capabilities. We look forward to seeing workers' views incorporated into MOT's national AV deployment plans.
An example is that our drivers have also suggested prioritising AV deployment in areas where connectivity remains challenging or where there are transport gaps. I am glad this sentiment was also raised earlier by the hon Member Ang Wei Neng and his constituents.
As a tripartite, we can and we must ensure that AVs become another opportunity to strengthen rather than weaken our workers' prospects and livelihoods. Mr Speaker, in Mandarin, please.
(In Mandarin): [Please refer to Vernacular Speech.] Our taxi drivers, private-hire drivers and bus captains are not afraid of new technology. They simply want to know that when AVs arrive, will there be a place for them?
Technological progress should make the work of drivers safer and more dignified, not cost them their livelihoods. As long as we redesign jobs for our drivers early, put proper transition arrangements in place and keep our drivers at the centre of that transition, technology can bring them new skills, new roles and a better future.
(In English): Throughout my engagements, one question stayed with me: \"Where do I fit in the future of transport?\"
Our responsibility is to ensure that every transport worker has an answer. That answer is not simply another training course. It is a pathway. A pathway to better skills, better jobs and better livelihoods. We may not be able to preserve every job exactly as it exists today, but we must preserve livelihoods and create pathways to the next good job.
If we get this right, Singapore will not only remain as the world's leading transport hub, we will become something even more important – a transport hub where innovation advances together with workers, and where progress is measured not only by how far technology takes us, but by how far it brings our people along. Mr Deputy Speaker, I support the Motion.
Mr Deputy Speaker: Mr Yip Hon Weng.
Mr Yip Hon Weng (Yio Chu Kang): Mr Deputy Speaker, Sir, I declare I work in a global investment firm with assets across land transport, aviation, shipping and logistics.
I rise on this Motion as a Member of this House and also as the Chair of the GPC for Defence and Foreign Affairs. I mention the second because for us, transport policy is inseparable from foreign policy and national security. To talk about our ports and airports is to talk about our place in this world.
Some 700 years ago, the trading cities of the Hanseatic League built the most successful commercial network in Europe – not because their ports were the biggest, but because merchants knew what to expect. Contracts were honoured. Disputes were resolved. The harbour cities of Srivijaya and Melaka understood the same truth. The most valuable port is not the largest. It is the one people trust.
That lesson is older than Singapore itself. It is why we still exist as a trading nation. This Motion celebrates our infrastructure. Tuas Port will handle 65 million containers a year. T5 will lift Changi towards 140 million passengers.
But world-class infrastructure alone, however necessary, has never been sufficient. Supply chains today are shaped by geopolitics as much as by cost. For Singapore, decisions about transport are decisions about our economy, our diplomacy and our security.
A new berth is worth only what the world thinks of the country behind it. Our task is not just to build, but to shape the environment around what we build so the jobs stay here.
I have three proposals: one about our region, one about ourselves and one about the wider world. Each of them aimed at what this Motion affirms: long-term competitiveness through cooperation with our neighbours, the technologies of the frontier and the infrastructure the world can rely on so that good jobs stay anchored here.
Mr Deputy Speaker, Sir, my first proposal is about our neighbourhood. The Johor-Singapore Special Economic Zone, signed last year, opens a new chapter for both sides of the Causeway. It also restores something older.
For centuries, Johor, Singapore and the Riau Islands worked as one trading system along the Straits of Malacca through which a third of world trade still flows. With colonial boundaries, our borders changed that. The Johor-Singapore Special Economic Zone gives all three a chance to knit that older geography back together, not politically, but economically.
Manufacturing will spread across the region. Our job is to make sure the ecosystem grows with it, on both sides of the Causeway and beyond. Aviation, shipping, logistics headquarters, customs, trade finance, maritime law, supply chain command. These functions need trust and trust is what we have spent 60 years building.
Let me put this personally. My father worked at PSA for 40 years, directing containers on the ground, shift after shift, under the sun and in the rain. He was one of thousands of ordinary Singaporeans whose hands built the port that built modern Singapore.
Today, at Tuas, some of his successors sit in air-conditioned control rooms and run 20 cranes at once, guided by AI, in a port that is increasingly running itself. Their work is safer, their pay is better, their skills are sharper.
But the reason they exist is the same reason he did. Singapore has to be a place the world can rely on. That is what this Motion is really about. It is about honouring those who built this port with their hands and giving the next generation the tools to run it in a very different timeline.
I know the question this will provoke in this Chamber and across the Causeway. It is being asked in Johor and Riau too. If we integrate more with our neighbours, will the good jobs not simply move?
Let me answer directly. Some will move. It has been moving for 30 years. But the jobs that we have always been trusted to do best will not move – financing, brokering, customs, maritime law, air traffic control, supply chain command. And equally, the engineers, technicians, marine crews and training pathways from ITE and polytechnics to a control room.
We are not proposing to hand Singapore's value away. We are proposing to grow Singapore, Johor and Riau together, each anchoring what it does best, connected by the trust the region has built.
There is a proven model close to home. Hong Kong International Airport's SkyPier ferries passengers from Shenzhen and other Pearl River Delta ports directly to airside. They check in at their departure port, never clear Hong Kong immigration and arrive at their gate – something similar between Johor and Changi, jointly designed, we can build on together.
Johor is Malaysian, Riau is Indonesian. We cannot legislate integration. We must negotiate it, earn it and build it patiently. Geography first connected this region. Diplomacy has to reconnect it.
I would therefore ask the Government to look seriously at three practical measures.
First, open Changi check-in and baggage handling in Johor itself so a traveller can begin a Changi journey from Johor Bahru.
Second, build cross-border transport into that system, coach, rail or ferry, integrated with our airlines from the moment a passenger sets off.
Third, establish digital customs clearance and bonded cargo corridors from southern Johor into PSA and the Changi Airfreight Centre.
Each of these measures is designed to benefit our neighbours as much as us. A traveller checking in at Johor Bahru spends money there. A cargo corridor creates jobs on both sides. Batam and Bintan enter on the same terms.
A city-state alone is fragile. Our ambition should be for the wider region to become what it was for centuries: an integrated trading system in which each partner does what it does best and Singapore's role is to help hold it together. Merchants have to know what to expect.
Mr Deputy Speaker, Sir, my second proposal moves from what we build outside our borders to what we build inside them. A gateway means nothing if the country behind it is not reliable in a crisis. The Red Sea has been repeatedly disrupted. Undersea cables in the Baltic have been cut again and again. The Strait of Hormuz remains under pressure. These are not distant. They are pressure on the arteries our economy depends on.
For us, resilience is not defensive. It is a competitive advantage. Our position rests on trust: trust in freedom of navigation, trust in international law, trust that we will remain open and reliable whichever way the world turns.
Foreign interference is not just a security problem. It is an economic one. If our autonomy is compromised, or even seems to be, we lose the confidence that brings people here.
I would therefore urge the Government to set up a National Crisis Logistics Compact, bringing MOT, MTI, MFA, the Ministry of Defence and major industry partners into one framework. In year one, it should stress-test our five most critical supply chains, run a whole-of-nation logistics exercise modelled after Exercise Northstar, publish a Hub Resilience Statement and establish a standing industry council for crisis coordination.
We have long taken military contingencies seriously. We have done the same for cybersecurity. Our economic infrastructure deserves the same discipline. We should not wait for a crisis to discover our weak points. Find, strengthen and rehearse them now. Preparation is a capability in its own right. And when the next storm comes, the world has to know it can still count on us.
Preparation alone only manages a world we did not design. If we want to help shape the century, not just weather it, we must do one more thing. We must help write the rules.
Mr Deputy Speaker, Sir, that is my third proposal. For 60 years, we have shown that we can compete under international rules. The next 60 will require us to help write them.
The world we are entering is different. Competition is no longer about products and prices. It is about who sets the standards, defines the technology, runs the institutions, and ultimately writes the rules.
Why should anyone follow rules written by a country of six million? Because the rules a small country writes are not designed to favour a small country. They must work for whoever sits at the table. We can afford to write rules that treat every party fairly, because we cannot assume we will always be at the top.
That is why our Digital Economy Agreements have been adopted by countries much larger than us. It is why the Housing Development Board (HDB), once heterodox, is now studied globally. Singapore is credible as a contributor to those rules not because we insist on our own advantage, but because we do not.
Minister Chan Chun Sing made a related point at Shangri-La Dialogue last month. UNCLOS was written for a world in which oceans mainly carried ships. Today, they carry the digital infrastructure of the world economy. Over 99% of Singapore's international communications runs through undersea cables. The law has not kept up. This is not only a legal problem. It is a strategic opening.
Countries that help set standards shape the markets that run on them and gain influence out of proportion to their size. Through TradeTrust and our IMO work, we have done this before, by designing frameworks that are practical, neutral and useable everywhere.
The Government, and not only MOT, should bring the same ambition into transport, logistics and the infrastructure that underpins them in four areas. These are the four places where frontier technologies and international rules will meet.
First, the operational layer. Common standards for trusted digital trade and cargo certification, so Singapore-issued documents are honoured elsewhere without translation.
Second, the technological frontier. Rules for autonomous shipping and AI in port operations, so questions of liability and accountability do not remain open as ships and ports run themselves.
Third, the transition. International standards for green shipping. A country that supplies close to a fifth of the world's marine fuel, 56.77 million tonnes last year, should be helping write those standards, not receiving them second-hand.
Fourth, and most importantly, the strategic dimension. Stronger international protection for undersea cables, for freedom of navigation through chokepoints, and for the infrastructure the digital economy sits on. Those are no longer commercial assets. They are strategic ones.
In the 20th century, we built the port. In the 21st, we must help decide the rules the port will live under, not just how well we follow them.
In conclusion, Mr Deputy Speaker, Sir, every generation of Singaporeans has faced the same question. How does a small country stay indispensable? Our founders built a port where people could trust. The next generation built an airport, a financial centre and a reputation the world came to rely on. We will have to give solutions in a world that is increasingly difficult to navigate.
Three proposals began that answer.
First, position Changi and PSA as the trusted gateway for the wider Johor-Singapore-Riau region: off-airport check-in, integrated cross-border transport and bonded cargo corridors, extended to Batam and Bintan, every measure designed to benefit our neighbours as much as ourselves.
Second, build a national resilience that lets us stay reliable through a National Crisis Logistics Compact to stress test our supply chains, rehearse them, publish a Hub Resilience Statement and coordinate before crises arrive.
Third, move from a country that competes under international rules to one that helps write them. In digital trade certification. In autonomous shipping and AI governance. In green shipping standards. And in the protection of undersea cables and chokepoint navigation.
These may seem like transport proposals but are really national ones. Connectivity has never just been an industry for Singapore. It has been our strategy and often our safety.
We can keep building. And we should. But we must also keep building our trust. It is the only infrastructure a small country cannot afford to lose.
Every generation since Independence has earned our place in the world. Our responsibility is to see that the next generation is given the chance to do the same. A hundred years from now, when our great grandchildren ask what sort of country this was, I want them to be able to say what merchants once said of the Hanseatic cities: they knew what to expect of Singapore; and Singapore kept faith. Mr Deputy Speaker, Sir, I support this Motion.
Mr Deputy Speaker: Mr Edward Chia.
Mr Edward Chia Bing Hui (Holland-Bukit Timah): Mr Deputy Speaker, Sir, the Motion recognises that Singapore's long-term competitiveness depends on three mutually reinforcing pillars: international cooperation, frontier technologies and world-class infrastructure.
Transport is where these pillars come together. It connects Singapore to the world, anchors enterprise, creates good jobs and secures our future as an open economy.
For Singaporeans, this means in a very practical ways: efficient port, airport, logistics networks help keep food, medicine, household goods and business inputs flowing reliably and affordably. They also strengthen national resilience in a crisis: strong aviation, maritime and logistics links give Singapore more options to secure essential supplies and keep trade routes open.
Sir, the benefit of Singapore goes beyond experiencing Jewel or Changi Airport. They are reflected in the goods we received and the resilience we have when the world becomes more uncertain.
[Mr Speaker in the Chair]
The global environment is changing. Supply chains are becoming more fragmented. Geopolitical tensions are reshaping trade flows. Businesses are placing greater emphasis on resilience, security and diversification. Critical infrastructure – ports, airports, energy networks and digital systems – are increasingly becoming instruments of national resilience and strategic influence.
So, I would like to make three points. First, Singapore should strengthen regional connectivity by developing the Singapore-Johor-Batam-Bintan-Karimun corridor as an integrated economic, logistics and green energy spine. Second, Singapore should build the world's smartest sea-air logistics hub by applying AI to real operational bottlenecks. And third, Singapore should anchor a regional green fuels ecosystem that creates new opportunities for enterprises, startups and workers.
Mr Speaker, my first point is that transport should be seen not only as infrastructure, but as a platform for regional cooperation. Singapore's success has always depended on an open, rules-based international order. As global trust weakens, we must continue to defend the principles that have served us well: respect for international law, freedom of navigation and the peaceful resolution of disputes. This includes upholding the UNCLOS, which is fundamental to maritime order and the free flow of trade.
But defending rules alone is insufficient. In a more contested world, Singapore must also build practical regional win-win partnerships, with transport as a key enabler. When our neighbours prosper, Singapore benefits. When regional supply chains become more resilient, Singapore benefits. When businesses, workers and travellers can move more efficiently across borders, Singapore benefits.
We are already making progress through the Johor-Singapore Special Economic Zone and continuing investments in cross-border connectivity. The next step is to consider how the wider Singapore-Johor-Batam-Bintan-Karimun corridor can be better integrated as an economic, logistics and green energy spine.
This wider regional corridor brings together complementary strengths. Singapore brings global connectivity, capital, services, technology and innovation. Johor brings land, labour, manufacturing capacity and a growing industrial base. Batam, Bintan and Karimun bring industrial space, logistics capacity, renewable energy potential and deepening economic links with Singapore.
Together, this wider regional corridor can become a more integrated growth area if we invest in the right transport, customs, logistics, maritime, aviation and digital infrastructure. This is how we turn proximity into productivity.
But physical infrastructure alone is not enough. Customs processes, digital documentation, data exchanges, payment systems and trusted operator frameworks increasingly determine how efficiently goods and people move across borders.
This is where frontier technologies can make a practical difference. For cargo, AI can predict congestion before it forms, assess clearance risks earlier, optimise truck, ferry and vessel flows, and flag documentation gaps before goods arrive at the harbour.
For businesses, this means fewer delays, lower compliance costs and more predictable delivery times. For agencies and operators, it means better manpower deployment, more targeted inspections and faster response when bottlenecks emerge.
The opportunity is to build a more seamless regional operating layer – not by creating new institutions, but by piloting interoperable data-sharing arrangements, trusted operator frameworks and common digital standards with our neighbours.
This is also timely as Singapore prepares to assume the ASEAN Chairmanship in 2027.
Our Chairmanship should be an opportunity to champion practical regional cooperation in areas where Singapore can contribute meaningfully: connectivity, digital trade facilitation, sustainable transport, logistics cooperation, green fuels and skills development.
Transport connectivity can reduce friction, strengthen supply chains, support regional production networks, create jobs and deepen trust among neighbours. I therefore call on the Government to build on the Johor-Singapore Special Economic Zone by exploring a wider Singapore-Johor-Batam-Bintan-Karimun connectivity framework, supported by interoperable digital systems, trusted data-sharing arrangements and AI-enabled logistics.
Mr Speaker, Sir, my second point is that Singapore should build the world's smartest sea and air logistics hub. Major investments such as Tuas Mega Port and Changi Airport T5 will underpin Singapore's competitiveness for decades to come. But our advantage will not be determined by capacity alone. It will depend on how intelligently these assets work together.
We should aim to become the world's most efficient and trusted sea-air-digital logistics hub by strengthening connectivity between Changi, Tuas, free trade zones, logistics parks and regional distribution centres.
In maritime, the strategic question is not whether Singapore owns a national shipping line. It is whether Singapore can continue to anchor the full maritime ecosystem – shipping lines, shipowners, charterers, insurers, financers, bunker suppliers, ship managers, classification societies, legal services, MRO players and maritime technology companies.
Singapore has continued to strengthen its maritime hub position through PSA, MPA, bunkering, maritime services, finance, arbitration, logistics, ship management, MRO, digitalisation and green shipping initiative and Singapore is now the world's largest transshipment and bunkering hub.
So, for a hub, neutrality is a strength. Singapore succeeds because we are a trusted channel through which global trade flows, not because we favour one shipping line over another, but because all major players see Singapore as an open, efficient and reliable hub.
At the same time, we are not without locally anchored maritime players. Companies, such as PIL, give Singapore an important base for shipping capability, but our broader strategy should remain ecosystem based to be the platform where global shipping lines, ship owners, bunker suppliers, financiers, insurers, ship managers and MRO players and maritime technology companies choose to operate. This means deepening our strength in port efficiency, green fuels, digitalisation, finance, insurance and trusted regulation, so that Singapore remains indispensable as a maritime hub.
To further anchor Singapore as a maritime hub, AI should be applied to specific operational problems, harmonising air and sea connectivity.
First, Singapore can develop a sea-air logistics control tower that gives operators and agencies a clearer real-time picture of cargo flows across Changi, Tuas and key logistics nodes. A shared operational view, supported by AI, can forecast cargo demand, optimise routing, recommend lower-congestion time windows, improve warehouse allocation and reduce avoidable delays.
Second, we should use digital twins to stress-test our logistics system. A digital twin of key sea-air cargo flows can simulate disruptions before they happen – whether port delays, aviation disruptions, extreme weather, cyber incidents or supply chain shocks. This allows agencies and operators to test contingency plans, identify weak links and improve resilience before a crisis occurs.
And third, AI can strengthen predictive maintenance across critical transport assets. Sensors and operational data can detect early signs of equipment failure in port cranes, baggage systems, automated warehouses, harbour craft and aircraft support equipment.
These are practical applications. They are about making every piece of infrastructure work harder, smarter and more reliably. But technology alone will not keep Singapore competitive. We must also address cost and operational bottlenecks. We should take seriously feedback from ship owners and ship suppliers that the cost of calling at Singapore has been rising, and that some services may be cheaper in ports such as China. Singapore cannot compete on price alone. But if we are to charge a premium, we must be faster, more reliable, more trusted and more integrated.
We must also take onboard feedback on the lack of availability of heavy vehicle parking lots. As we better integrate our port, airport, logistics parks and warehouses, heavy vehicles remain essential to the transfer of goods across these nodes. If drivers struggle to find suitable parking or staging areas, this adds waiting time, congestion, operating cost and uncertainty to the logistics chain.
Our port and logistics ecosystem must therefore reduce the total cost of call and movement through shorter turnaround times, better coordination of bunkering and supplies, digital pre-clearance, AI-enabled scheduling, sufficient heavy vehicle staging and parking capacity and stronger support for marine service and logistics SMEs. This will allow Singapore to remain the preferred port of call and a trusted, efficient logistics hub.
My third point is that Singapore should anchor a regional green fuels ecosystem. For maritime and aviation, sustainable fuels will become increasingly important. Singapore has already taken important steps in these areas. The next step is to bring them together into a broader regional green transport strategy. We need to partner with regional neighbours who have stronger potential in renewable resources. Clean fuels, including biofuels, e-fuels and hydrogen derivatives, should be seen as an ecosystem opportunity.
For Singapore, this means becoming a trusted regional hub for clean fuels, aggregating sustainable feedstock, certifying provenance and emissions and supporting refining and blending, storage, trading and financing and supplying aviation and maritime users. This would strengthen our aviation and maritime hub status, while creating opportunities for regional partners, fuel traders, refiners, certification providers, engineers, service providers and SMEs.
Green ammonia is one example. Renewable energy generated in the region can be used to produce green hydrogen, which can then be converted into green ammonia. Singapore can play the role of a trusted regional hub – certifying, storing, trading and bunkering green ammonia as a future marine fuel. This could also accelerate regional renewable energy development. Instead of relying only on undersea transmission cables, which can be costly and require complex approvals, renewable energy can be converted closer to source, into hydrogen or ammonia, and then transported and traded as fuel.
This gives regional renewable projects another route to market, while helping Singapore and our neighbours reduce exposure to distant fuel disruptions and use Southeast Asia's own renewable resources to support our region's transport and maritime needs.
There is also an opportunity for marine MRO. When Singapore becomes a future green bunkering hub, vessels must be ready to use new fuels safely. Our marine MRO sector can support vessel retrofitting, fuel system upgrades, ammonia and methanol readiness, safety certification and lifecycle maintenance.
In this way, Singapore can become a regional green vessel transformation hub, connecting fuel supply, bunkering, vessel upgrading, safety standards and skilled jobs for Singaporeans.
I call on the Government to bring together our maritime, aviation and clean energy initiatives into a coherent regional green transport strategy, covering sustainable aviation fuel, biofuels, electric harbour craft, methanol and ammonia bunkering and working with our neighbours on common standards, trusted supply chains and regional offtake arrangements.
This future transport ecosystem must ultimately be about enterprises and people. For SMEs, the key challenge is implementation. This is especially important in transport, logistics, aviation and maritime, where SMEs support MRO, fleet operations, safety systems, supplies, inspection, compliance and training and maintenance.
The Government should help transport SMEs identify practical AI use cases, adopt sector-relevant tools and measure productivity gains. Logistics firms can use AI to reduce empty runs and improve routing, MRO and marine service SMEs can use digital tools for predictive diagnostics, safety compliance and alternative-fuel readiness.
As large players invest in green fuel and vessel conversion, SMEs can provide the specialised capabilities that make the ecosystem work – components, sensors, gas detection, emergency response diagnostics, safety equipment and modular training. I therefore call on the Government to support transport SMEs in building capabilities in AI-enabled diagnostics, green fuel safety, alternative-fuel MRO, electrification and maritime compliance.
This future transport ecosystem must also include technology startups. Startups are agile innovators that can accelerate transport transformation by developing and testing emerging technologies. They can drive innovation in AI, robotics, autonomous systems, maritime digitalisation, aviation software, digital twins, predictive maintenance, cybersecurity and supply chain resilience.
But startups often struggle to access real operating environments, procurement channels, testbeds and first reference customers. This is where the Government can help chart a clearer pathway for startups to scale. This may include pilot procurement, anonymised operational data access, reference customers and partnerships with SMEs, local enterprises and MNCs.
Startups provide innovation, SMEs provide operational expertise and larger enterprises provide scale and market access. This three-way partnership can help Singapore build a stronger innovation ecosystem around transport. So, I call on the Government to develop a stronger transport-tech startup strategy, with clearer pathways for startups to partner with SMEs, local enterprises and MNCs.
Mr Speaker, Sir, this transformation must create good jobs for Singaporeans. I suggest three priority training tracks.
First, AI-enabled transport operations, covering demand forecasting, route optimisation, digital dashboards and predictive maintenance. Second, green fuel and safety capabilities, covering ammonia safety, battery systems, sustainable aviation fuel, biofuels, methanol, emergency response and compliance. Third, advanced MRO and systems integration, covering digital maintenance records, sensors, robotics, cybersecurity and automation.
These pathways should be developed across ITE, polytechnics, universities, SkillsFuture and industry, with strong mid-career conversion routes. So, I therefore call on the Government to develop a transport jobs and skills roadmap, aligned with our future transport strategy, to identify emerging jobs, the skills required and the training pathways to help Singaporeans seize these opportunities.
Mr Speaker, Sir, Singapore's success has always depended on our ability to adapt to a changing world. Transport will be central to Singapore's future competitiveness and relevance. When we execute this well, transport will remain a key pillar of Singapore's competitiveness because we are trusted, innovative, resilient and able to create good jobs for Singaporeans. I support the Motion.
Mr Speaker: Minister of State Baey Yam Keng.
The Minister of State for Transport (Mr Baey Yam Keng): Mr Speaker, I rise in support of the Motion. Members have spoken about what the future of transport could hold and why we must invest today to capture new opportunities tomorrow and remain competitive globally. I fully agree.
The seeds of the future must be planted today, through sustained investments in technology, systems and our people.
As Acting Minister Jeffrey Siow mentioned, MOT plans to invest $800 million over the next five years on transport research and innovation. I will elaborate on how our investments are strengthening our transport system today, while preparing Singapore for the future.
Transport connects Singapore to the world through our aviation and maritime networks, underpinning our competitiveness as a global hub. We cannot take this for granted. We must continue to plan ahead and invest in the future of transport. I will cover three points. First, how our investments are making a difference today.\tSecond, why we must continue to innovate for the future. And third, why we must build the future together with the next generation.
Across aviation, maritime and land transport, our investments are already improving reliability and efficiency today. Given the focus of this Motion, I will highlight examples from aviation and maritime.
In aviation, CAAS invested in next-generation air traffic management concepts and tools, to optimise flight operations amidst growing traffic density. One focus area is collaborative decision-making. An example is the Regional Collaboration Platform, which is an experimentation tool that allows air navigation service providers to share information and optimise air traffic flows across the region. In July 2025, CAAS and seven regional partners successfully trialled the automated exchange of simulated flight management information, to collaboratively manage flights across the region. Over time, this will lead to more punctual and predictable flights, as well as lower fuel use and emissions.
In maritime, similar improvements are taking place. MPA invested in smart port operations and vessel coordination, to improve efficiency across port activities. For example, AI-enabled vessel voyage planning helps shipping companies plan more fuel-efficient routes and coordinate vessel arrivals more effectively. Although it is at the prototype stage, simulated trials have shown reduced fuel use, pointing to more efficient scheduling and faster turnaround times. In a major hub like Singapore, this translates to lower costs and smoother, more reliable movement of goods.
These examples show how our investments are strengthening reliability and efficiency of our transport system today.
While we continue to improve the transport system today, we must also prepare for what lies ahead. We face tightening manpower, limited space and growing climate challenges. This makes innovation even more critical.
Therefore, we will invest $800 million to support research in transport and connectivity, with approximately two-thirds directed towards cross-cutting capabilities in autonomy and digital twins. A key challenge is tightening manpower, even as our transport system becomes more complex. As such, we are investing in autonomy to fundamentally improve how operations are carried out. We will focus on new operating models involving AVs, vessels and robotics across our port, airport and logistics network. This also builds on the point raised by Mr Ang Wei Neng on advancing the use of AVs in aviation and maritime. This will allow us to handle higher volumes more efficiently and enable workers to focus on tasks that require human judgement and expertise.
Once developed, we will pilot these solutions with the industry. With our high volumes of cargo and supportive regulatory environment, Singapore can serve as a real-world \"living lab\" to test and deploy these solutions at scale. Once proven here, they can be adopted internationally. This reinforces the point raised by Mr Jackson Lam, that Singapore should not only be a transport hub, but a transport innovation hub.
Autonomy alone is not enough. We must also improve how the transport system works as a whole. Therefore, we will invest in digital twins to manage the transport network more intelligently. For example, by integrating data across port, airport and logistics network, we can track cargo flows in real-time, anticipate disruptions and adjust operations more effectively. This also aligns with Ms Tin Pei Ling's suggestion to deepen digital twin capabilities, alongside proposals by Mr Sharael Taha and Mr Edward Chia to move towards a more integrated sea-air logistics control tower.
To build our digital twins, we are strengthening our common digital infrastructure to facilitate sharing. We are leveraging platforms such as SGTraDex, which Ms He Ting Ru had raised, to strengthen such sharing and seeking more partners for existing use cases and to drive new ones.
At the same time, we will continue to deepen sector-specific capabilities across aviation, maritime and land transport. I will elaborate on aviation and maritime which are closely related to this Motion.
In aviation, we will focus on next-generation air navigation services. As air traffic grows, we need to manage more flights safely and efficiently. We will invest in AI-enabled air traffic flow management to better balance traffic demand with airport capacity, enabling smoother and more efficient flights.
In maritime, we will continue to strengthen our smart maritime operations and services, and support the safe use of alternative maritime energy. As vessel traffic increases, we need to manage more activities within limited land and sea space, as well as manpower constraints. We will invest in AI-enabled port analytics and predictive traffic management to improve efficiency and reduce vessel turnaround times. As the sector transits to alternative fuels to reduce international shipping's carbon footprint, we will also invest in research to ensure they can be delivered and bunkered safely.
Together, these efforts will help us to do more with less. We will make better use of our manpower in a tighter labour environment, while using less space and emitting less carbon so that Singapore remains strong as a global transport and connectivity hub.
Mr Dennis Tan mentioned that Singapore cannot rely solely on adopting technologies developed elsewhere. This is why we are building our own capabilities in areas where we have unique strengths and operational advantages.
As part of the $800 million investment, we will support our IHLs, research institutions and transport companies to develop Singapore-based expertise, generate valuable intellectual property and export to global markets.
Ultimately, the value of innovation depends not just on what we develop, but how it is applied in real operations. Our SMEs will play an important role in making this happen. As rightly pointed out by Mr Jackson Lam, Mr Edward Chia and Mr Lee Hong Chuang, SMEs are a critical part of our transport ecosystem and must be supported to digitalise and remain competitive.
Government agencies have worked with the industry to support SMEs in adopting digital solutions. For example, the Sea Transport Industry Digital Plan provides a clear roadmap to guide maritime SMEs in adopting digital solutions at each stage of their growth while building the necessary skills. To complement this, we have also introduced hands-on programmes. Under the MPA-Singapore Polytechnic Maritime SME Digital Adoption Pilot Programme, SMEs gain knowledge on digital technologies and acquire practical experience in applying automation and data analytics to their operations directly. This helps them move from awareness to implementation, strengthening capabilities and improving productivity.
Beyond sector-specific support, the Government also works with industry partners to help SMEs build capabilities and access overseas opportunities. This includes public-private partnerships such as the Singapore Business Federation's Centre for the Future of Trade and Investment, which provides SMEs with advisory support on trade agreements, regulatory requirements and overseas opportunities.
This brings me to my final point. The next generation is critical to the future of transport. They are not just future users of the system. They are our future planners, engineers, entrepreneurs and leaders who will shape what comes next.
We have already seen how the next generation can make meaningful contributions. A good example is Pyxis. Mr Tommy Phun and Ms Lyn Phun are carrying forward their family's maritime legacy from Eng Hup Shipping, which was founded in 1957. Even earlier, their grandfather used to drive a wooden tongkang along the Singapore River.
Growing up, they spent much of their childhood in shipyards, immersed in the maritime environment. These early experiences shaped their interest in the industry and they later chose to join it. They did more than just continue the business. As the sector decarbonises, they founded Pyxis to develop electric vessels and introduce new technologies.
Their journey shows how the next generation can build on what came before them and help transform the sector. This is why we want to tap on this potential and build clear and structured pathways for the next generation, as highlighted by Dr Wan Rizal. Through scholarships, work attachments and mentorship programmes, we will continue to help young Singaporeans gain skills and build meaningful careers in the transport sector.
The future of transport should be built for future generations and hence, it should be shaped with them. Mr Speaker, allow me to say a few words in Mandarin.
(In Mandarin): [Please refer to Vernacular Speech.] The future of transport is not only about technological advancement – it is also deeply tied to our national development and overall competitiveness.
What we are witnessing today is the fruit of labour, of generations before us. It is precisely because of the strong foundation laid by our predecessors that we can keep innovating and introducing new technologies into this sector.
Encouragingly, a new generation is already injecting fresh energy into the industry. Building on this legacy, they continue to innovate, propelling the industry towards a more efficient and sustainable future.
This also means that the industry is opening up exciting new frontiers for growth. Our next generation will have far greater opportunities to make their mark here. The Government will also guide them into the transport sector through scholarships, training and career development pathways, so that they can put their talents to good use and contribute to society.
The torch is passed from one generation to the next, and the flame burns on. The future of transport is being built for the next generation and so we must build it together with them. As long as we remain committed to technological innovation and the development of our people, Singapore's transport system will continue to improve and benefit all Singaporeans.
(In English): Mr Speaker, to conclude, our investments in transport research and innovation are strengthening our transport system today while preparing Singapore and Singaporeans for the future. By investing in both innovation and people, we aim to build a transport system that not only serves the future generations well, but one that they will help to shape.
Mr Speaker: Deputy Leader.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Exempted Business","subTitle":null,"sectionType":"OS","content":"[(proc text) Resolved, \"That the proceedings on the business set down on the Order Paper for today be exempted at this day's Sitting from the provisions of Standing Order No 2.\" – [Mr Zaqy Mohamad.] (proc text)]
[(proc text) Debate resumed. (proc text)]
Mr Speaker: Senior Minister of State Sun Xueling.
The Senior Minister of State for Transport (Ms Sun Xueling): Mr Speaker, I rise in support of the Motion.
Members have affirmed the strategic importance of transport and connectivity and shared their suggestions on how we can strengthen Singapore's long-term economic competitiveness. I value their suggestions.
Technology is key to realising these ambitions. If we harness technology early and well to create opportunities and improve lives for our residents and our workers, we can thrive in an increasingly uncertain world.
Several Members have highlighted that transformation must create good jobs for Singaporeans. We agree.
The use of technology helps us solve problems, but people will always remain at the heart of transport. Experience, judgement, professionalism and care are not replaceable. Our transport workforce will always be at the core of our transport services. As Mr Sanjeev Kumar and Mr Wan Rizal have highlighted, we will work closely with tripartite partners to ensure that Singaporeans are well-positioned to seize these new opportunities.
Last July, I launched the $200 million OneAviation Manpower Fund to support employers, unions and workers. CAAS and NTUC have also announced a partnership to co-design an AI training roadmap for aviation union leaders.
Autonomy and AI are at work across our Transport sector. In Tuas port, automation has been built in from the ground up. Automated guided vehicles move containers and cranes are operated remotely, making it one of the most advanced container terminals in the world. Trials for autonomous prime movers are also underway in Pasir Panjang terminal.
I spoke to Mr Faiz who works at PSA in Pasir Panjang. He used to drive a prime mover but has now transited to work in the control room as a remote operator for autonomous prime movers. He said that the workplace is now more comfortable and he is happier with the shift arrangements.
We are investing in our maritime workforce just as deliberately across different stages of their career. Seafarers remain the backbone of the industry. The Sail Milestone Achievement Programme provides up to $50,000 for local seafarers. Together with our unions and partners, we have also enhanced the Tripartite Maritime Training Award for individuals seeking a seafaring career.
On shore, the Career Conversion Programme for the Sea Transport sector reskilled close to 200 mid-career entrants and existing employees last year, equipping them for roles in digitalisation, decarbonisation and cybersecurity. New pathways into shore-based roles are opening, such as Singapore Management University's Industry Graduate Diploma in Maritime for mid-career transitions.
Additionally, as Mr Dennis Tan mentioned, we want to prepare Singaporeans to take on leadership roles in the maritime sector. As maritime is global in nature, maritime leaders will need to have experience and capabilities running international operations and managing cross-cultural teams. And this is why we have launched a new Maritime Cluster Fund Global Rotation Scheme. The scheme provides grants to companies to co-fund the overseas deployments of local middle-managers to equip them with the competencies to take on supervisory roles.
On our roads, the deployment of AVs can help us meet our connectivity needs, ease manpower constraints in public transport and improve safety.
Grab and ComfortDelGro currently operate 16 fixed route autonomous shuttles in Punggol. Safety operators are on board to ensure safety in this initial deployment phase. As of June this year, close to 10,000 unique riders have taken the shuttles and 99% of them surveyed said they felt safe and they would recommend the ride to others. Riders provided feedback that they would like more destinations, direct connections and flexible bookings. We will work with the operators to improve the service.
We agree with Mr Ang Wei Neng's suggestion that AVs should first be deployed to serve underserved areas. We will progressively extend AVs to new areas with clear transport needs and are considering areas, such as Sentosa, Tuas and Mandai as possibilities.
We are also expanding AV trials to other modes of transport, including public buses. We will begin piloting autonomous buses on two public bus services, Service 400 in Marina Bay and Service 191 in One-North. However, in response to Mr Ang Wei Neng's and Mr Fadli Fawzi's points, further deployment must be realistic. The technology for AV buses is not as mature compared to that of AV cars.
Current autonomous bus models also have a smaller passenger capacity compared to our public buses. Public buses also have to meet the needs of different commuters – such as the elderly, parents with children in strollers and persons with disabilities. Hence, the operational aspects of autonomous public buses have to be worked through to meet the needs of different commuters.
That said, we agree that there are good use cases for autonomous buses, such as night bus services, and we will consider it when the technology is more mature.
As autonomy grows across our airport, seaport and roads, new job opportunities will emerge in areas such as fleet management and remote operations, autonomous EV engineering as well as business development.
We recognise that autonomy and AI, if not managed well, can bring disruption to existing jobs, industries and business models. The ultimate purpose of using technology is to benefit people – our residents and our workers. We will not adopt technology blindly. Technology's worth lies in the problems it solves and the lives it improves. We will roll out the use of autonomy and AI at a pace acceptable to residents, commuters and drivers.
As the Acting Minister has mentioned, the introduction of AVs will be a gradual process to give our commuters and drivers time to adapt. Widespread adoption is still some time away. We have been engaging taxi and private hire drivers early as we want to ensure that our drivers are well-equipped to seize job opportunities from this transition and that they can stay ahead of this change.
I recently met leaders from the NTA and NPHVA again, together with Ms Yeo Wan Ling. The union leaders ask what they can do to equip themselves and their members. Together with our tripartite partners, we have put together a manpower transition package to empower our taxi and private hire car drivers to stay ahead of industry developments and to explore new career options with confidence.
This package has three parts.
First, Place-and-Train Career Conversion Programmes (CCPs). This is for drivers looking to transition into new roles that come with up to 90% salary support. The CCPs will be launched in third quarter of this year.
We will introduce a CCP for drivers keen to pivot to the AVs sector, known as the \"CCP for Autonomous Vehicle specialists\". Like all CCPs, participants will be offered employment prior to the commencement of the programme and training supported by the SWDA. GrabAcademy, Grab's training arm, has been onboarded as a registered training provider with SWDA to deliver AV-related training.
For drivers who wish to pivot to other transport related jobs such as Bus captains, we will introduce a new pathway under the \"CCP for Public Transport Professionals\". This follows recent announcements we have made regarding increasing salaries and sign on bonuses for new bus captains. Drivers who are keen to move into other sectors can tap on existing programmes offered by the SWDA.
Second, we will pilot a new training incentive scheme from January 2027, focusing on short-form courses. Drivers do not just forego some income when they go for training. They also incur other costs such as car rental expenses. Hence, under this scheme, eligible drivers will get a training incentive of $20 per hour for attending any of over 2,000 curated SWDA-supported courses, up to a cap of 80 hours of training. This training incentive amount is significantly higher than any other training allowances currently offered as we understand that drivers have additional expenditure like car rentals to manage. Drivers can tap on this incentive to acquire new skills before committing to longer-term programmes, such as the CCPs.
Third, we will launch a new one-stop webpage with relevant information and resources curated for drivers and to raise awareness of the new support measures available.
Some of our drivers are already taking steps to thrive in this future of mobility. Ms Ang Li Wei used to drive a taxi with ComfortDelGro, but she seized the opportunity to train as a safety operator for AVs. She believes AVs will change the scene of driving worldwide, and she also sees new and more specialised roles emerging for drivers, such as helping wheelchair users, families with young children and others who need extra care on their journeys.
Another driver is Mr Raymond Tong. Mr Tong is actually here with us today in the Gallery. Mr Tong has spent over a decade behind the wheel. He qualified as a safety operator and he has gone on to get certification as a remote operator. In his words, he wants a front-row seat as to where the industry is heading. Mr Tong says he wants to support our efforts towards the future of mobility, about the future of AVs, so he is here with us today, despite his very busy schedule. Thank you, Mr Tong!
The Government will take a proactive approach to help workers adapt, support job transitions and to equip Singaporeans with the skills and capabilities needed in the age of autonomy and AI. The manpower transition package is one of more upcoming moves we are putting in place for our P2P drivers. We will continue to work closely with the unions and support our workers as jobs evolve. Mr Speaker, in Chinese, please.
(In Mandarin): [Please refer to Vernacular Speech.] Times are constantly changing. The advancement of technology and the application of AI have given rise to cause for concern. For instance, whether people's livelihoods might be affected.
Our taxi and private-hire drivers are no exception. Some of you have worked with taxi companies for many years; some found flexible work with Grab after a career transition; some are very familiar with the streets of Singapore and have excellent driving skills.
Regardless of your background, you share one thing in common: you work hard every day to earn a living for your families and shoulder your responsibilities at home. Each day, you race against time to make it easier and more convenient for Singaporeans to get around. For that, we are deeply grateful.
In the face of innovations such as AI and AVs, I believe we must always keep the interests of our transport workers in mind and be people-centric. I have always believed that the ultimate purpose of technology is to benefit people – residents and workers alike.
Based on the current situation, AVs will introduced gradually and progressively. MOT will roll out new technologies and AI at a pace that residents, passengers and drivers are comfortable with.
At the same time, our tripartite partners are actively working together. We will be introducing a Manpower Transition Package to support taxi and private-hire drivers through career transition, skills training and career guidance. We hope this will help our drivers seize the employment opportunities that this technological transformation brings.
I believe that technology is not an end in itself. The well-being of Singaporeans is the objective behind all our efforts. As we work to enhance Singapore's transport efficiency and technological edge, we remain committed to protecting the livelihoods and well-being of our people.
I am confident that as long as the Government, businesses, and workers strive together towards this common goal, we will not only be able to navigate this new wave of technological change, but also seize the opportunities that it brings to build a better future together.
(In English): Mr Speaker, Sir, in English please. Our air hub is one of Singapore's crown jewels. Changi Airport's story is one of deliberate ambition, constant reinvention and an unwavering commitment to connect us to the world.
The Changi East Development, including T5, positions Changi Airport for the future of air travel, anchoring good jobs and a significant part of our economy.
To address Mr Edward Chia's, Mr Sharael Taha's and Ms Valerie Lee's suggestion on strengthening Changi's connectivity to other parts of Singapore and the region, we are studying how to best enable seamless air-sea transfers between Changi Airport and Tanah Merah Ferry Terminal, and synergise future developments in the wider Changi region including Changi Business Park, Changi Village and Loyang.
We agree with Mr Fadli Fawzi's suggestion, that infrastructure should also improve Singaporeans' lived experience. The Changi East Urban district will be a new lifestyle and business hub for Singaporeans and visitors to connect, work and play.
Expanding Changi Airport gives us an opportunity to rethink existing processes, increase productivity and transform jobs. Ms Poh Li San has rightly highlighted that many roles in ground-handling and facilities management are physically demanding and will increasingly take its toll on our ageing workforce. We agree with Mr Gerald Giam's point that digital tools should benefit workers.
Changi Airport has been deploying automation, robotics and AI to improve the safety and productivity of our workers. Since January 2026, autonomous baggage tractors are used to move passenger bags between terminals. They spare workers from repetitive driving, reduces fatigue and frees them up for complex and safety-critical last mile services. From driving a single tractor, a worker can now oversee and coordinate a fleet of vehicles or be trained to maintain the vehicles. The new job role is more sustainable and offers a higher pay. In time, autonomous tractors can be used to move cargo and airside equipment.
Technology tools can also be used to optimise work planning. OpsAssist is an AI Tool that SATS uses to enable better manpower and equipment allocation for each aircraft turnaround. OpsAssist also schedules in breaks for workers to ensure that their well-being is well taken care of.
Beyond our air and sea gateways, Mr Liang Eng Hwa raised the Kuala Lumpur-Singapore HSR project. Such bilateral projects can only proceed if there are mutual interests and benefits. We remain open to discussing new proposals with Malaysia in good faith, starting from a clean slate.
Mr Dennis Tan, Mr Edward Chia and Ms Poh Li San have highlighted the importance of greening our aviation and maritime sectors. We agree.
For aviation, our Sustainable Air Hub Blueprint sets the direction. Sustainability aviation fuel will remain our primary lever for cutting emissions across the bulk of our air traffic. Our goal is to start with a 1% sustainability aviation fuel uplift, rising to 3% to 5% by 2030, subject to global developments and the wider availability of sustainability aviation fuel.
For maritime, the MPA is working closely with the industry to prepare for a multi-fuel future, by investing in infrastructure, developing technical standards and licensing frameworks to ensure that we can handle these fuels safely. These efforts reflect our commitment to position our port to meet the evolving needs of international shipping as it decarbonises.
Mr Liang Eng Hwa raised suggestions to support the electrification of heavy vehicles. This is indeed our direction. With the adoption and charger incentives for heavy vehicles, registrations of electric heavy vehicles rose from less than 1% of all heavy vehicle registrations last year to around 20% as of May this year. We will continue to monitor take-up and see how best to achieve our electrification targets. We will also continue to study new EV technologies adapted around the world, including smart charging technologies to better optimise the grid as well as battery energy storage solutions to manage grid capacity constraints during peak hours.
Ms Poh Li San and Dr Neo Kok Beng have highlighted the opportunities in electric and hybrid-electric aircraft for short-haul routes and drones. I have extensively addressed this topic in my response speech during the Adjournment Motion on “Low Altitude-Economy: Building the Flying Car, Air Tourism and Drone Logistics Industry” during the 8 April Parliamentary Sitting.
Electric and hybrid-electric aircraft is an emerging technology but in the short term, they can only complement aircrafts powered by sustainable aviation fuel as hybrid-electric aircraft technology may take time to commercialise and are not yet suitable for deployment. We will be ambitious but pragmatic, and keep our options open.
There is potential for Singapore to go further as a centre of excellence for research into cleaner and greener aircraft, working with partners, such as the Agency for Science, Technology and Research and our IHLs, with funding set under RIE2030. We will study the Member's proposal carefully and work with industry partners to take it forward where it plays to our strengths.
On drones, they are used across Singapore for a wide variety of functions, from ship-to-shore deliveries at our port to inspections of our rail and road infrastructure and high-rise cleaning.
Many of these use cases improve productivity and worker safety, allowing workers to focus on tasks that call for human judgement and expertise. We are carefully studying how drones can be deployed while being mindful of Singapore's dense urban environment, complex airspace and security needs. We will continue to support responsible innovation through trials, testbeds and regulatory refinement.
Sir, I thank the GPC for raising this Motion. Our best chance at delivering a good life for our people is to strengthen Singapore’s long-term economic competitiveness and anchor good jobs in Singapore. This can be achieved through international cooperation, appropriate use of frontier technologies and establishing world-class infrastructure to reinforce our position as a globally connected aviation, maritime and logistics hub. This is how Singapore stays relevant and secures our competitiveness in an uncertain world. Mr Speaker, Sir, I support the Motion. [Applause.]
Mr Speaker: Ms Tin Pei Ling.
Ms Tin Pei Ling: Mr Speaker, Sir, it has been my great privilege to move this debate on how we can reinforce Singapore's position as a globally connected aviation, maritime and logistics hub so as to strengthen Singapore's long-term economic competitiveness and ultimately, create and anchor good jobs in Singapore.
My transport GPC colleagues, Mr Edward Chia, Ms Yeo Wan Ling, Ms Poh Li San, Mr Jackson Lam, Mr Liang Eng Wah, Mr Ang Wei Neng and Mr Sharael Taha, have taken turns to explain the different tenets of the Motion statement and together with other hon Members of this House, including Dr Choo Pei Ling, Ms Gho Sze Kee, Ms Lee Hui Ying, Ms Valerie Lee, Mr Yip Hon Weng, Dr Wan Rizal, Mr Lee Hong Chuang and Dr Hamid Razak, put forth many thoughtful recommendations for the Government's consideration. Many thanks to my PAP Parliamentary colleagues for working on this debate and for making these recommendations.
I also sincerely appreciate the interest and support from the WP – Mr Dennis Tan, Ms He Ting Ru, Mr Fadli Fawzi, Mr Kenneth Tiong, Mr Gerald Giam and Assoc Prof Jamus Lim – as well as Nominated MPs, Mr Sanjeev Kumar Tiwari and Dr Neo Kok Beng. I hope I did not miss anyone.
I am also especially appreciative of the receptiveness and positive responses from Minister Jeffrey Siow, Senior Minister of State Sun Xueling and Minister of State Baey Yam Keng. Thank you for listening to us. We are very excited that some of our suggestions will be accepted by the Ministry and we are also very heartened by the efforts made past and present.
Past Sittings have seen colleagues from both sides of the aisle raising questions and putting forth suggestions on issues pertaining to Singapore's logistics, maritime and aviation sectors. I am heartened, therefore, that we have such a robust debate on this Motion today and most of all, I am heartened by the support from both sides of this House that the transport GPC has put forth.
The big direction is clear. We all want to do good for Singaporeans, creating good job opportunities for them by advancing Singapore's long-term economic interest. And we all agree that Singapore, being a global logistics, maritime and aviation hub, is key to that goal.
Across this debate, several threads ran consistently through nearly every speech, regardless of who from which party was speaking. Members agreed that we are facing an increasingly turbulent world and geopolitics. That shared recognition makes the rule of law and our ability to work closely with one another all the more important.
I am heartened in this regard by hon Member from the WP, Ms He Ting Ru's point that Singapore should not be an instrument of other countries' strategic goals. I agree, and this is why this Motion matters.
When Singapore builds strong capabilities of our own, when we have options to who we connect with and when we deepen international cooperation so that other countries come to share a genuine stake in our shared success, Singapore will be able to assert our independence with confidence. We do not stay independent by standing alone. We stay independent by standing strong enough so that no one else's strategy needs to become ours.
On frontier technology, Members spoke of AI, AVs, digital twins and smart hubs. From my GPC colleagues' proposals on AI orchestration and autonomous systems to other Members' calls for Singapore to lead in electric aviation and green shipping technology, technology must be a tool that makes Singapore harder to replace, not just harder to keep up with.
On international cooperation and infrastructure, Members return again and again to the idea that our infrastructure is only as valuable as the trust the world places in it, whether framed through ASEAN chairmanship priorities, regional connectivity with Johor and the Riau Islands or Singapore's role in shaping international rules, rather than merely following them.
I am also encouraged that there was support from some Members from both sides to export Singapore innovations and systems to other countries. Doing so would help set new standards and drive interoperability to drive greater flows of goods, people, information and value seamlessly, yet also strengthen Singapore's standing in the region and in the world. We are, in essence, exporting the Singapore model, our special brand of trust.
And on our people, nearly every speaker insisted that none of this matters unless it translates into good, better and more inclusive jobs for Singaporean workers with real training pathways and real protection for those whose roles will change. Our tripartite model must therefore continue to prevail.
So, yes, we need to embrace technology, but we must not vibe code the humans out of a job. Rather to make sure that every job that we redesign or create beat to the rhythm of real heart beats.
One Member, hon Mr Fadli Fawzi, had understandably raised his concerns about day-to-day public transport matters. These issues matter to Singaporeans' daily lives. As mentioned in my opening, day-to-day land transport issues remain important and a priority to the transport GPC and indeed, for the entire Government. We had and we will continue to discuss these issues in and out of this House, but I would like to reiterate that today's Motion was deliberately framed to look further out at the strategic long-term question of how Singapore secures our place in the world through global connectivity and logistics, maritime and aviation. The Member would agree that we need these connections for our food, medicine and other essential supplies to enter Singapore, so that Singaporeans can access them easily. Attending to the everyday public transport issues and building for Singapore's global connectivity and future are not competing priorities.
Sir, in closing, the big direction remains clear, clearer, in fact, than when we began. We agree that the world has grown more uncertain and that Singapore's independence must be built, not assumed. We agree that technology should make us harder to replace, not just harder to keep pace with. We agree that our infrastructure, physical and digital, poured in concrete and written in code, must be built as one so that it can keep pace with a future that will wait for no one. And we agree that our people must remain at the centre of everything we build.
When a House this diverse agrees completely on the big one, that is not a coincidence. It is Singapore's direction spoken with one voice across party lines and with that, thank you all. [Applause.]
Mr Speaker: Are there any clarifications that Members would like to seek?
[(proc text) Question put, and agreed to. (proc text)]
[(proc text) Resolved, \"That this House affirms the importance of strengthening Singapore’s long-term economic competitiveness by leveraging international cooperation, frontier technologies and world-class infrastructure to reinforce Singapore’s position as a globally connected aviation, maritime and logistics hub, and to anchor good jobs in Singapore.\" – [Ms Tin Pei Ling] (proc text)]
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","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Integration with the Region","subTitle":null,"sectionType":"OS","content":"The Leader of the House (Ms Indranee Rajah): Mr Speaker, Sir, I beg to move, \"That Parliament do now adjourn.\"
[(proc text) Question proposed. (proc text)]
Mr Speaker: Mr Kenneth Tiong.
Mr Kenneth Tiong Boon Kiat (Aljunied): Speaker, Southeast Asia is about 680 million people and a US$4 trillion economy. And it is young where we are old – median age of Malaysia and Indonesia around 31; Vietnam, 34; the Philippines, 27; against our own citizens' median of nearly 44.
But youth is a window, not a promise. A demographic window buys a country growth, more workers, not wealth. Since 1990, fewer than one in three of the world's middle-income economies has made it to high income. The rest are stuck. The region has perhaps 15 to 20 years to get rich before it grows old.
Singapore did climb that ladder by hosting, taking in large amounts of foreign investment to make goods and services for foreign markets. But it is now hitting a limit. The markets everyone leaned on are being weaponised. The Association of Southeast Asian Nations (ASEAN) still trades with itself only about a fifth as much as it trades with the world – 21%, against the European Union's 60%. And about three-quarters of our exports depend on external demand, just as the great powers begin wielding access to their markets as instruments of coercion. A region that produces mainly for markets it does not control can be squeezed at will.
And the ground under our own strategy is shifting too. Our hub model carries an assumption: that the gradient between Singapore and its neighbours in competence, in institutions, in trust is permanent. It is not.
Penang firms today do nano-level vision inspection that the world's chipmakers buy. A Penang chip designer, SkyeChip, listed this year 95 times oversubscribed, the largest Malaysian initial public offering in 16 years. Vietnam is climbing the ladder.
For the region, this is great news. For a Singapore whose business model is to be the main place in the region where things work, it is a deadline. Because a hub, unlike an owner, can be bypassed. Indonesia or Vietnam, at even half their potential, has the demographic weight to become the heart of Southeast Asia. And we have to outrun potential resurgent nationalisms that could close doors around us.
A Singapore that is merely a well-run waypoint – hosting, brokering, never owning anything together with its neighbours – will find that the region learns, in time, to route around it.
So, we should help build a Southeast Asian market of genuine middle-class consumers – we do not have one at scale today – because a market we help build is far less likely to be closed to us.
And we need Singaporeans and Singaporean firms to own a real piece of the value chains that serve it. To be essential to the region and to share in what the region earns. We must build a deeper, more structural integration with Southeast Asia.
Part of what stops us is a posture. In my maiden speech, I asked why Singapore and Malaysia could not build an Airbus together – one enterprise, owned on both sides, the way France and Germany anchored theirs.
I know the truer hesitations. It is not necessarily that our neighbours cannot execute. Penang's equipment firms and Selangor's chip designers put that to rest. The real reasons are older: memories of past issues, from water to the railway lands; a reflex to keep control of anything that matters; and a fear of bets stranded across a border if politics turn.
But if one is sceptical that the gradient between Singapore and our neighbours will last – and I am – then joint industrial policy is what a country should build while the gradient still favours it.
I believe the strongest path to owning things together runs through our closest neighbour, Malaysia. Malaysia's industrial strategy now deliberately targets the design end of semiconductors, setting up the region's first IC-design park in Selangor. The integration is happening anyway – by drift. Two hundred and forty-five million checkpoint crossings last year, three-quarters of them by land. New instruments in front of us: the Johor-Singapore Special Economic Zone (JS-SEZ), and the Johor Bahru-Singapore Rapid Transit System Link (RTS Link). If we get them right, we can prove a model of structural bilateral integration that we can extend. I will discuss three points.
First, on the JS-SEZ. This economic zone lets two governments run inside the bounded space and experiment. The zone has been a blank slate many have piled their hopes onto. Some ideas put to me were high-tech food-growing zones, an ASEAN Friendship Hospital in Johor, an integrated medical hub on the Shenzhen-Hong Kong model.
But hopes need us to bring the zone into greater focus.
First, where, exactly, is the zone? Nine flagship areas have been announced, described at the level of districts; I have not seen a consolidated boundary map. If one exists, we should publish it.
Second, what does a Singapore company receive inside the JS-SEZ, over and above the new federal baseline? Malaysia's New Incentive Framework took effect for manufacturing on 1 March. If the federal incentives are as good as the zone's, there is nothing special about the zone.
Third, I believe we should soon sort out, with our Malaysian counterparts, one standard operating procedure to enter the zone and one rulebook. Right now, there are multiple agencies and points of contact. On the Malaysian side, there is the Iskandar Regional Development Authority, Invest Johor, the Malaysian Investment Development Authority (MIDA) and the Invest Malaysia Facilitation Centre Johor (IMFC-J). On the Singapore side, we have the Economic Development Board (EDB) one-stop centre. We need policy clarity and joint rules of the road over how companies can enter the zone, whether from Malaysia or Singapore, so that the private sector can plan for it.
With a joint rulebook, we should measure joint success. In my view that means EDB or the Ministry of Trade and Industry (MTI) should be responsible for total key performance indicators (KPIs) over the JS-SEZ, not just the Singapore-originated investments alone.
Of course, a large degree of self-interested thinking is inevitable and even desirable. The instinct in parts of our Government may be to keep the high-value activity here and let the rest go. This is not wrong. But if we want the unfolding of a richer, more complex, more diverse value chain within a 60-kilometre radius than would currently be possible in 10 or 20 years, we will need to take a more collaborative approach.
What gets measured gets managed. I believe we should grade ourselves, EDB and the Ministry on the SEZ's success.
Next, we face a strategic question. If the zone is meant to be more than just a new method of foreign direct investment, but to foster a vibrant set of Singaporean and Malaysian businesses, in pursuit of broadening the middle class, does it actually build on the current set of bilateral strengths? The foremost candidate for such an industrial deepening is semiconductors. But here, using the instrument of the zone may be an impedance mismatch, as in my view Penang's semiconductor cluster is unlikely to relocate beyond the Klang Valley.
So, we will need a broader set of instruments. What can we hope for from semiconductors as joint industrial policy?
In Singapore, we host. Our IC-design strength is mostly the design centres of foreign firms on our soil. We have not grown a chip-design champion of our own, and we sold our indigenous foundry, Chartered Semiconductor.
Meanwhile, Malaysia is building some of what we lack. Its National Semiconductor Strategy puts indigenous IC design – about half of a chip's value-added – at the centre, with RM25 billion behind it and a 60,000-engineer training goal. Selangor's IC-design park, the largest in Southeast Asia, turns out hundreds of designers a year; the Penang design house whose listing I described came out of this push; and Singapore's own state-linked capital is already backing Malaysian design start-ups.
We have more reason to complement each other than to compete. Singapore hosts what the region's designers require: wafer fabs to prototype on, advanced packaging, capital and customers. They hold some of what we require: design talent, by the hundreds, at a fraction of our cost. Neither side has a complete owned upstream stack alone.
First, I believe MTI should foster a design-to-fab-to-packaging chain that runs through Singapore – access and equity as one instrument: structured prototyping on the fabs hosted here and packaging lines, tied to a stake for our investors, public and private.
Since we sold Chartered, we have no fabs of our own. So, first, we should allow Research, Innovation and Enterprise (RIE) funds to lease or rent Singapore-based fab lines so that we can put real silicon in front of the region's designers.
While those fabs are still under construction, we should supplement investments to expand directable fab capacity where possible, prioritising Singapore businesses but open to Malaysian ones as well. This, I think, is the best way to validate the viability of a chip design ecosystem while giving it the best chance of success – iterative prototyping feedback inside the same regional corridor, especially if one is understandably hesitant for a full-scale US$15 to US$20-billion two-nanometre fab rebuild.
Second, the talent pipeline: our universities, the Nanyang Technological University and National University of Singapore, should seek to set up an embedded institute in the Selangor cluster carrying a joint credential, with firms operating on both sides of the zone sponsoring net-new training places whose employment options are exercisable in Johor, Selangor or Singapore, producing new engineers for the region.
Third, I believe we should recognise in law a Malaysia-Singapore business entity, defined by a minimum stake on each side – 30-30, 40-40, 50-50 – and give it closer-to-local, pseudo-local treatment in both countries' grants, financing and procurements. When people from both countries own part of the same success, each has reason to grow its own capability rather than to poach it. We should seek to create rails that work for a recognised category of bilateral joint firms across the two countries, and crowd in the private sector.
Fourth, in service of crowding in, we should reactivate the Malaysia-Singapore Business Development Fund. It was set up in 2004 for exactly this, enhanced in 2023, relaunched in 2024. As far as I know, it has not been used. So, we should give it a fresh purpose: competitive seed awards into the first recognised Malaysia-Singapore ventures – many small bets, fast answers.
Next and third, on the RTS. Integration will arrive as a train in 2027, up to 10,000 passengers an hour each way. Walk our heartland shops today and you can feel the dread coming. The provision shop, the Traditional Chinese Medicine shop, the noodle stall, the barber, the tailor. They read the same reports we do. There is gallows humour in those shops now about the RTS and what it will do to Singapore retail; and a question: \"When the RTS opens, what will happen to us?\"
DBS puts the leakage at $1.5 to $2.1 billion a year – 3% to 4% of retail sales, everyday with food and personal services hit hardest. Eleven million Singaporean trips into Johor in the first seven months of last year alone validate this.
The Government's answer so far is to make retail more attractive at home – visual-merchandising programmes, placemaking grants, neighbourhood centre upgrades, vouchers to spend at home. I support these initiatives. But we should be honest with ourselves: for a generation of retailers, it will make little difference.
I believe we can offer a different deal. Johor is planning the Elevated Autonomous Rapid Transit (e-ART) system as a dispersal network out of Bukit Chagar, and I speculate that transit-oriented development will be done in the vicinity of their 32 stations. If so, I propose we invest in that plan: as part of the JS-SEZ bargain.
Singapore should take an equity stake in some of these transit-oriented developments the line creates – Bukit Chagar and the 32 e-ART stations – and negotiate, in the same deal, reserved positions for our small retailers inside those developments, inside the podium of those malls.
This has happened before. When Singapore and Malaysia resolved, in 2010, the 20-year impasse over the 1990 Points of Agreement on the railway lands, it was not settled in cash but in co-ownership. Khazanah and Temasek formed a joint company, 60:40, and built Marina One and DUO in the city centre. I am proposing a similar instrument.
The footfall these developments capture is largely from Singapore, so the deal has logic on both sides: Johor gains a committed capital partner for a network it is building anyway; we gain a share of where our own spending lands and a place in it for the retailers that spending leaves behind.
Thus, we can give every exposed small retailer who rents rather than owns their premises – on the order of 40,000 provision shops, eateries, personal-care operators and so on – a tradeable entitlement: a priority claim on a reserved position in these developments, to take up or assign to another small operator. Or for those who would rather not move, a cash floor drawn now or set against rent – enough to fund a real relocation or a year of rent. It should go to the tenant and not the owner of the unit since the renter carries lost footfall with nothing to fall back on.
Retail is a more protected part of Malaysia's economy, so the Ministry of Foreign Affairs and MTI would need to negotiate this within the same bargain. Since Malaysia has already carved foreign firms into Forest City, it is not unprecedented.
We speak about the stakeholder economy. We can seek this compact if it is possible, for our small retailers. This is a better deal than the fait accompli they currently await.
Speaker, in closing, I do not pretend any of this is inevitable or easy. Foreign economic relations are always challenging, with reduced control and increased unpredictability. But we are in a unique moment, where the threat and leverage of market closure from the biggest powers are foremost on our minds. And we are also reaching the limits of our growth on 750 square kilometres.
It would be a shame if the JS-SEZ and the tenor of our future cooperation with Malaysia were predominantly foreign direct investments-led, instead of being in service of tackling the true strategic challenges of the decade.
The creation of a true middle class in Southeast Asia. An integration of our country, to be indispensable to the future economic geometries of our neighbours. An imperative to increase the complexity and diversity of our value chains. And the fostering of a stakeholder economy and the search for a better bargain for our pioneering generations. This is the model of integration I believe we should seek with the region – one that best maximises the 15 to 20 years Southeast Asia has before it ages out of its demographic dividend.
Mr Speaker: Minister of State Alvin Tan.
The Minister of State for Trade and Industry (Mr Alvin Tan): Sir, to me the key question of this Motion is: how do we ensure deeper integration with the region and in fact, not just ASEAN but Malaysia which is additive and not substitutive? And how do we ensure that integration does not simply move activity from Singapore to somewhere else, but also creates value in Singapore and our partners which would otherwise not be captured?
Singapore has always been open to the world. I think, in the transport Motion, many of you have already said that. And with investment competition intensifying and supply chains reconfiguring, we must keep building our capabilities, strengthening our businesses and anchoring higher-value activities here in Singapore. The JS-SEZ, the Batam-Bintan-Karimun region and the Vietnam-Singapore Industrial Parks are all examples that show how we work with our immediate neighbours to enlarge economic space for our companies and workers. This was something that the Member Edward Chia had said earlier on in his speech.
But let me first give an overview about the JS-SEZ. It spans about 3,500 square kilometres, it includes Iskandar Development Region and Pengerang. I wanted to point out to the Member that, in fact, the boundaries of the JS-SEZ are available online.
But the whole point about the JS-SEZ is about creating value together that neither side would have created or captured alone. Singapore has strong connectivity, trusted institutions, deep financing, technology, professional services, headquarters (HQ) functions and a skilled workforce. Johor, on the other hand, offers land production capacity and other complementary strengths.
But when we combine these strengths well, the Johor-Singapore region becomes more competitive than either side would be on its own.
The Member talked about whether there being so many different touch points, but in fact, if you look at it on the Malaysia side, there is, as he mentioned, the IMFC-J, which facilitates and supports companies investing in the zone, such as coordinating approvals and applications across Malaysian authorities at the federal, state and local levels.
In Singapore, we also have a joint JS-SEZ Project Office, which helps Singapore and Singapore-based companies explore twinning opportunities in the JS-SEZ. I have gone to many of these workshops and both offices work hand-in-hand together to facilitate investments coming through to Johor, to the zone; and from Singapore to the zone.
Both sides have also introduced measures to reduce friction and improve connectivity, including in immigration clearance, customs facilitation and cargo processes.
The refreshed Johor-Singapore Cooperation Ministerial Committee, co-chaired by Minister Chee Hong Tat and Malaysian Minister for Economy Akmal Nasrullah, will also provide strategic oversight for broader cooperation including the SEZ.
On the reason why we are pursuing this and how this is a core strategy in integrating with the region, the JS-SEZ is all about tapping our complementary strengths for a win-win outcome. The JS-SEZ is focused on the Johor-Singapore corridor and building on the respective incentives and schemes offered by each country. Both countries are working on introducing practical solutions like smoother cross-border flow of goods and people.
In Singapore, for Singapore companies, the true value is being able to twin operations: keeping the HQ functions, financing, innovation, branding and higher-value functions in Singapore, while using Johor's complementary strengths to scale more competitively.
I understand the concerns also that deeper integration could move activities out of Singapore. But I think as the Member alluded to, we cannot also accommodate every activity within Singapore. Instead, our approach has and always been to keep Singapore as a key node while helping our companies scale and build resilience so that we can compete globally.
This means organising practical and meaningful activities across both sides of the Causeway, so we can continue to play to our strengths as a financial, transportation and tech hub, and also to anchor HQ functions, R&D, intellectual property, talent development and other high value activities here.
I give you two practical examples. Old Chang Kee, which is a food manufacturer in Singapore, has operated a production facility in Gelang Patah since 2016, complementing its Singapore operations and supporting its retail outlets in both markets. South Korea's SPC Group, the parent company of Paris Baguette and Shake Shack, houses its Southeast Asia HQ, innovation centre and training centres in Singapore, while operating its production base in Johor.
And then we move into semiconductors which the Member had talked about quite significantly. Singapore is a key node in the global semiconductor value chain. We account for one out of five in every semiconductor equipment manufacturing and one out of 10 of semiconductor chips. And we will keep strengthening Singapore's position as a key node in this global semiconductor value chain by attracting quality investments and anchoring higher-value activities here.
Our strategy is not to replicate what is being done in Johor or Penang, but to work with Malaysia on complementary activities that strengthen the regional ecosystem for semiconductors, which is a very fast and evolving sector.
Another example here to illustrate this point is STMicroelectronics which anchored its Asia Pacific HQ and wafer fab operations in Singapore, complemented by assembly and test operations, including high reliability automotive packaging in Johor. Their wafers fabricated in Singapore directly feed into packaging and qualification in Malaysia, enabling STMicroelectronics to bring products to market faster.
The Member also talked about how we measure these investments or what are the KPIs for the JS-SEZ. Well, the JS-SEZ must deliver real investments, business activity and jobs. Singapore and Malaysia have jointly agreed to attract 50 projects in five years and 100 projects in 10 years. It has so far garnered significant and strong business interest. Last year, Johor recorded its highest ever approved investments, with over 70% of those investments attributed to the zone. Since signing the Memorandum of Understanding in January 2024, Singapore and Singapore-based companies have committed over $5.5 billion in investments into Johor.
So, we are not just focused on the headline investment numbers but whether the JS-SEZ expands the overall pie for the region and for Singapore and Johor together competing for investments.
On the RTS Link, I chair the RTS Link Taskforce to help Singaporeans and businesses benefit from the RTS Link. We have been widely engaging residents, merchants, trade associations, landlords and other stakeholders.
Based on the feedback we have received, we are working on measures to further rejuvenate our heartlands, help our businesses become more competitive, transform, pivot and work with the private sector to promote business and commerce on both sides. Some of the work has already begun on the ground. We have spoken to the private sector players on both sides. And I think this is something which we can promote further to ensure that commerce flows on both sides. We will be sharing our findings and recommendations later this year.
But I think we should be clear about the broader point. The way to respond to greater connectivity is not to retreat from competition, as the Member had alluded to; but to help our businesses to compete more effectively. Competition does not just come across from the Causeway. Already, it comes from digital platforms, international brands, AI-enabled services, e-commerce and changing consumer preferences.
On his suggestions about different deals with the Malaysians, I think it is within their jurisdiction. I think we do what we can under the auspices of the JS-SEZ to ensure that our companies can invest there confidently and also anchor strong and high value activities here, complementing both Singapore and Malaysia, Singapore and Johor.
Sir, the issue that we talked about this entire day is in fact not whether we should integrate with the region, but how we integrate with the region. The test is not whether every activity must be located here – of course, that would be unrealistic with our constraints – but whether Singapore remains where the highest value functions are anchored, where important decisions are made, where we can build capabilities and where we ultimately can create good jobs for Singaporeans.
And if a company does choose the Johor-Singapore region instead of another location elsewhere in Asia and anchors its HQ functions, financing, innovation and R&D activities in Singapore, then I think that is additive integration. And if our companies can use Johor as a complementary base to scale, serve larger markets and strengthen their regional competitiveness while retaining their core capabilities here, that is also additive integration. And if our region as a whole becomes more attractive to global investors and Singapore captures the higher-value parts of that value chain, that is also additive integration.
This is the approach, Mr Speaker, that we are taking to ensure that regional integration benefits Singapore and Singaporeans.
[(proc text) Question put, and agreed to. (proc text)]
[(proc text) Resolved, \"That Parliament do now adjourn.\" (proc text)]
Adjourned accordingly at 7.23 pm.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":"Matter Raised On Adjournment Motion","questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Assessing Employment Practices and Financial Health of Related Entities As A Group and Identifying Warning Indicators Preceding Large-scale Unpaid Salary Cases","subTitle":null,"sectionType":"WANA","content":"21 Mr Yip Hon Weng asked the Minister for Manpower (a) in cases where multiple companies with a common director have allegedly failed to pay workers' salaries, whether the Ministry has considered assessing the employment practices and financial health of related entities as a group rather than on a company-by-company basis; and (b) what considerations have informed the approach to assigning accountability when obligations are spread across corporate entities.
22 Dr Choo Pei Ling asked the Minister for Manpower (a) whether the Ministry has identified common warning indicators preceding large-scale unpaid salary cases; (b) whether the Ministry has assessed if business structures involving multiple related entities present additional worker protection challenges; and (c) how the Government can better anticipate and mitigate the impact of such cases on affected workers.
Dr Tan See Leng: Members have filed these Parliamentary Questions (PQs) likely in response to the case where KPA Engineering, SK Industries and VVR Plant Engineering did not pay salaries for a large group of their workers, and I am taking these PQs together to provide a more holistic response.
We share Members' concern for the affected migrant workers and empathise with the anxiety and financial hardship of the workers and their families. Let me first recap the facts of the case and provide an update on how my Ministry is working to resolve it, together with our stakeholders.
On 22 June 2026, 196 migrant workers from KPA Engineering and SK Industries approached the Ministry of Manpower (MOM) with unpaid salary claims. On the same day, the Tripartite Alliance for Dispute Management (TADM) and MOM immediately stepped in to assist the workers in lodging salary claims, conducting well-being checks, and addressing their food and housing needs. Over the subsequent days, more workers approached MOM, including workers from VVR Plant Engineering, and we also extended assistance to these workers. A total of 407 salary claims has been filed against the three companies. MOM has commenced investigations into the three companies for offences under the Employment Act (EA) and the Employment of Foreign Manpower Act (EFMA).
Currently, MOM is focused on ensuring the well-being of the affected workers and investigating the matter thoroughly so that we can take appropriate enforcement action. We have rehoused all affected workers who require alternative accommodation. We have also issued all workers with Special Passes to allow them to remain in Singapore while they search for new employment. More than 130 workers have found jobs with new employers. We will continue to work with the Migrant Workers' Centre (MWC) and the Singapore Contractors Association to facilitate transfers for the rest of the workers should they wish to continue working in Singapore. TADM has processed the majority of claims from the affected workers and referred them to MWC for financial assistance. MWC will extend financial assistance to the affected migrant workers via its charity arm, the Migrant Workers' Assistance Fund, depending on the circumstances of each case, and this would address a good portion of their owed salaries.
The director of the three companies, Mr Ramu Palani Velu, is currently assisting with investigations. MOM will thoroughly investigate the case and decide on appropriate enforcement actions after investigations have been completed.
Members asked about MOM's risk monitoring and enforcement approach to protect workers. Non-payment and late payment of salaries are offences under the EA and the EFMA. MOM proactively monitors salary-related risks using indicators, such as worker feedback and salary claims, late payment patterns via payment records, levy defaults, and other signs of financial or employment irregularities. Where these indicate a pattern of delayed or unpaid salaries, MOM conducts targeted inspections to identify if there have been any employment breaches.
In some cases, employers may miss salary payments due to short-term cash flow issues. Once this is detected, MOM would engage the employers. Where employers face genuine difficulties and act responsibly to resolve them, we give them a chance to resolve their issues and make good their obligations so that they can continue operations and sustain employment for their workers. However, where there is deliberate or prolonged evasion or misuse of corporate structures, we will take firm action. Employers who fail to pay salaries may face fines of between $3,000 and $15,000 per charge, imprisonment of up to six months, or both.
For the ongoing case, TADM had been approached about salary non-payment by five workers from KPA Engineering, individually, and at different points in 2025. Following assistance from TADM, all cases were resolved within a week with the workers receiving payment from the employer. There were claims filed in May and before 22 June 2026 by four other workers from KPA Engineering, which were in the midst of being processed. MOM curtailed KPA Engineering and VVR Plant Engineering's work pass privileges in April and early-June 2026 respectively due to levy defaults. This means that the companies have not been able to hire new foreign workers since then. While SK Industries had also defaulted on their levies previously, their work pass privileges were reinstated after the owed levies had been paid up.
On 8 June 2026, MOM was also informed of a dormitory eviction notice affecting many KPA Engineering employees and we stepped in to assist the affected workers and understand the situation. At this point, we also spoke to the workers and found that many of them were facing salary delays. We then took steps to contact the company directors, prior to the group of 196 workers approaching MOM on 22 June 2026.
Members asked about cases where salary non-payment occurs across companies with a common director. When investigating a company, if the director is found to be in breach of employment obligations, MOM will typically investigate other companies under the same director. If there is non-payment across multiple companies, the director can be subject to penalties for all cases, and all instances of non-payment will be considered in meting out penalties. MOM will look beyond individual companies to examine who exercises effective control over employment and payment decisions and take enforcement action accordingly.
Protecting all workers and ensuring they are paid their salaries on time is a priority for the MOM. MOM will continue to review and strengthen our processes and safeguards to do so, incorporating the lessons from the ongoing case.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Safety Measures on Train Platforms following Fatal Incident at Segar LRT Station","subTitle":null,"sectionType":"WANA","content":"23 Mr Liang Eng Hwa asked the Acting Minister for Transport (a) what is the outcome of the investigation into the fatality incident on 18 May 2026 at the Segar Station of Bukit Panjang LRT; (b) whether the existing safety measures are adequate; and (c) what are the further preventive measures needed to ensure commuter safety.
24 Mr Edward Chia Bing Hui asked the Acting Minister for Transport (a) what are the findings of the Police and LTA investigations arising from the fatal incident at Segar LRT Station on 18 May 2026; (b) whether the track intrusion monitoring systems were functioning as intended; and (c) whether any gaps were identified in the incident response by the operator.
25 Mr Edward Chia Bing Hui asked the Acting Minister for Transport (a) whether, given space constraints in installing platform screen doors at LRT stations, LTA has assessed alternative physical barriers such as automated rope barriers used overseas; and (b) whether these can be installed at higher-risk Bukit Panjang LRT stations following the fatal incident at Segar LRT Station.
Mr Jeffrey Siow: At about 5.00 am on 18 May 2026, a man fell onto the tracks at Segar Light Rail Transit (LRT) station, in front of an oncoming train, and lost his life. This is a tragedy and my heart goes out to his family. I know Mr Edward Chia, who is the family's Member of Parliament, has been in close contact with them and I thank him for this. SMRT has also been in contact with the family and is rendering support during this very difficult time. As the incident is still being investigated, I am not able to share the specifics of the case at this point. My reply will instead address the broader questions Members have raised about the safety of our public transport system.
I am deeply saddened that this happened. All of us who work in transport carry a profound responsibility for the safety of commuters and we feel the weight of that responsibility every day. Safety is and has always been our first priority. It is the foundation on which we design and operate our Mass Rapid Transit (MRT) and LRT systems. Whenever an anomaly is detected, trains are designed to come to a complete stop, and services resume only after we are satisfied that it is safe to do so. This may sometimes inconvenience commuters, but we always put safety first.
Our public transport system is, by any measure, a very safe one. More than seven million trips are taken on our train and bus network each day. On the MRT and LRT, there have been two fatalities in the last three years. By comparison, there were 149 road fatalities last year – roughly one every three days. But behind every statistic is a person and a family. Every loss of life matters. This is precisely why even a single fatality on our network is one too many and why we treat each one with the utmost seriousness.
One area where we have continually strengthened safety is at train platforms. When the MRT first opened in 1987, there were no screen doors on the platforms of above-ground stations. This was the international norm at the time and remains common in many train systems today. But we were not content to leave things as they were. To better protect commuters, we began installing platform screen doors for MRT stations in 2009. We completed the programme in 2012.
The LRT, however, presented a much more difficult engineering challenge. Platform screen doors require power supply, communications and signal control equipment to operate safely and in sync with train doors. Our LRT stations are much smaller than MRT stations, which means there is insufficient space to install the equipment and cabling required. Installing such systems may also require some LRT stations to be closed for extended periods.
After careful consideration, we concluded that, unlike the MRT, platform screen doors would not be installed on the existing LRT system. Instead, we introduced a suite of other measures to mitigate the risk of people falling onto the tracks. We installed fixed barriers with intermittent gaps for all LRT platforms. These are not a perfect substitute for platform screen doors. In fact, we have observed some commuters leaning against the fixed barriers, which carries its own risks. But on balance, they provide better protection than having no barriers at all, particularly during busy periods.
In addition, our public transport operators have been experimenting with technological solutions to raise an immediate alert when a person moves past the fixed barriers and enters the LRT tracks. These solutions have been installed for the Bukit Panjang LRT in 2023, and for the Sengkang-Punggol LRT in 2024.
While physical and technological constraints have prevented the installation of platform screen doors at LRT stations thus far, this incident reminds us that we must never stop looking for better solutions. I have, therefore, asked LTA and the public transport operators to re-examine all available solutions. This includes manually operated platform screen doors that do not need to be synchronised with train doors, as well as Mr Edward Chia's suggestion on automated rope barriers. We should not assume that what was not feasible before will remain infeasible forever.
Commuter safety will always be our highest priority. The transport sector has made significant improvements over the years, but there is always more to be done. We owe it to the family who has lost a loved one, and to every commuter who entrusts us with their daily journeys to keep working at this, so that we can all travel with peace of mind.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Addressing Issues Identified in Legal Profession Sustainability Study","subTitle":null,"sectionType":"WANA","content":"26 Dr Wan Rizal asked the Minister for Law in light of the Legal Profession Sustainability Study commissioned by the Law Society of Singapore, what steps will the Ministry take to ensure that lawyers, especially junior practitioners, have access to a confidential and protected feedback mechanism against harmful courtroom conduct.
27 Mr Christopher de Souza asked the Minister for Law in light of the recent release of the Legal Profession Sustainability Study, what further measures has the Ministry undertaken in relation to the issue of attrition, including improving lawyers' mental well-being.
28 Mr Christopher de Souza asked the Minister for Law in light of the recent release of the Legal Profession Sustainability Study (a) what is the Ministry's assessment on whether artificial intelligence (AI) will increase or alleviate the stresses placed on lawyers; and (b) what action has the Ministry taken to address the possibility of increased stress among lawyers.
29 Mr Vikram Nair asked the Minister for Law following the release of the Legal Profession Sustainability Study, whether the Ministry intends to take any steps to address the issues identified as contributing to the attrition of lawyers, including toxic work culture, bullying and Court pressures.
30 Ms Hany Soh asked the Minister for Law in the light of the findings of the Legal Profession Sustainability Study, whether the Ministry will consider setting up an official channel for legal practitioners to provide feedback on judicial conduct with necessary safeguards in place to ensure transparency, fairness, responsibility and protection against undue repercussions.
31 Ms Hany Soh asked the Minister for Law in light of the findings in the Legal Profession Sustainability Study, whether the Ministry will consider commissioning an independent audit on interactions between the Bench and the Bar during legal proceedings.
Mr Edwin Tong Chun Fai: My response will address Question Nos 26 to 31 on today's Order Paper together, as they raise interconnected issues arising from the release of the Legal Profession Sustainability Study, that was commissioned by the Law Society of Singapore. I will also address Written Question Nos 57 and 58 on today's Order Paper by hon Members Ms Diana Pang and Dr Wan Rizal; as well as questions filed by Ms Diana Pang1 for written answer, and by Assoc Prof Kenneth Goh for oral answer for subsequent Sittings. The hon Members may wish to withdraw the Parliamentary Questions (PQs) if their queries are answered today.
The Members' questions raise important issues that are deeply relevant to the legal profession. A strong legal profession underpins the rule of law, access to justice and confidence in Singapore as a trusted place to do business.
The Ministry of Law's (MinLaw's) vision is for Singapore to have a first-class legal system powered by a top-class legal profession that is internationally respected and highly capable. At the same time, we must also ensure that our lawyers can build careers that are sustainable, meaningful and fulfilling.
These goals are not in tension but are complementary. We will not have a strong legal industry without strong legal professionals and firms. Lawyers are the centre of the legal industry and it is in our interest to ensure that our lawyers remain supported and inspired, so that the best legal talent will continue to build meaningful and sustainable legal careers in Singapore.
The Legal Profession Sustainability Study has raised important issues and generated significant discussion within the profession. We thank the Law Society for commissioning this Study as well as the lawyers who have come forward with their candid views.
The Study surveyed more than 800 lawyers who gave their views on the difficulties they faced. Some of them reportedly left the legal profession because of these difficulties. This included instances of excessive workload, and a toxic and difficult workplace culture. There were also accounts of young lawyers who actively avoided litigation practice after encountering harsh and demoralising interactions in the Courts and did not feel that there was a safe mechanism for them to provide feedback to judicial conduct. Lawyers also felt the pressure of a fast-paced legal practice as well as demands from clients and raised questions around whether legal education adequately prepared them for practice.
Overall, the survey has revealed some troubling findings, and they must be taken seriously with decisive changes made where appropriate. I am encouraged that the Judiciary and the Law Society have responded swiftly and have established a Joint Committee to review existing dialogue mechanisms and feedback channels. The Committee will also examine whether case management practices and timeline expectations are appropriately calibrated to the realities of practice today, and to ensure that sustainability of practice can be maintained. MinLaw welcomes this and will work closely with the committee to support and implement any recommendations.
Dr Wan Rizal and Ms Hany Soh asked whether there should be an official channel for feedback on judicial conduct and whether an independent audit of Bench-Bar interactions should be commissioned. It bears noting that the Judiciary is an independent institution, and it is for the Courts to manage and regulate its own procedure. It had previously set up a Judicial Complaints Process, which lawyers can use, and the efficacy of this channel can be something which the Committee reviews.
I expect the Joint Committee to also carefully consider issues including the concern raised by Ms Diana Pang, about how medical conditions and other matters can be accommodated in Court proceedings, whilst at the same time ensuring that the proper administration of justice is not compromised. Ultimately, the Judiciary has a duty to ensure that justice is meted out fairly to all litigants.
Dr Wan Rizal, Mr Vikram Nair and Ms Hany Soh have raised concerns about toxic workplace culture, harassment and bullying.
Let me say clearly that workplace harassment will not be tolerated. Existing protections, such as the Tripartite Advisory on Managing Workplace Harassment, applies with equal rigour across all sectors, including the legal sector. The Workplace Fairness Act, when it comes into force in 2027, will further strengthen these protections. The Law Society has also issued a Guidance Note and Toolkit on Workplace Harassment and Bullying Prevention in October 2025. MinLaw will continue to work with the Law Society and other stakeholders to consider whether additional options may allow lawyers to raise concerns without fear of professional repercussions.
That said, we accept that the Study reflects a more specific concern – that lawyers, especially those who are more junior, may feel unable to raise concerns about harmful conduct in workplaces or in court without putting their careers at risk. Formal frameworks do not, by themselves, address that practical reality. For many lawyers, the professional cost of coming forward may feel too high and that is a concern we should look closely into. In order to tackle this, we should heed the Hon Chief Justice Menon’s exhortation that, \"the conduct of leaders, the expectations they set and the culture they foster will play a decisive role in shaping how lawyers experience practice, how they develop and whether they remain in the profession.\"3
Ms Diana Pang and Mr Christopher de Souza also asked about retention and the long-term sustainability of the profession. As shared in a reply to PQs in May, attrition from legal practice has remained stable over the last decade. That remains the overall picture. The reasons for lawyers leaving are varied – workload, workplace culture, inadequate supervision or mentorship and attractive opportunities elsewhere. Any serious effort at retention has to grapple with this range of reasons.
At the same time, we should recognise that legal practice is inherently demanding. Whilst pressures, such as tight timelines, clients demands and economic pressures, are not unique to the practice of law, what differs is the privilege of advocating for another person, of holding someone's livelihood, liberty or future in your hands. Many have entered the profession precisely because they find meaning in it and are willing to take on the responsibility for it and the stresses that come with it.
The question is, therefore, not how to make the profession easier, but how to make it sustainable, so that those who are drawn to it for the right reasons are not driven out by the wrong ones.
I would add that even as we work on the measures above, MinLaw has been focussed on programs and schemes to help the profession level up as a whole, especially those who might need more support. MinLaw has implemented various schemes to equip and support lawyers and law firms to navigate modern legal practice, examples include the Legal Innovation and Future-Readiness Transformation initiative, in relation to implementing artificial intelligence (AI) and change management; and study awards for civil law. MinLaw has also worked on initiatives, such as exchange programmes and international networks, that provide lawyers with opportunities to interact with the international legal community, thereby raising their profile and reputation to put them in a better position to compete for cross-border legal work.
These complement existing well-being initiatives by the Law Society and the Singapore Academy of Law as previously shared in the May PQ reply.
The Future of Legal Profession Committee will, together with our stakeholders, continue to look into these issues, including rethinking how legal work is organised and produced, how lawyers are developed and supported, and how sustainable careers can be built in today's practice.
Mr Christopher de Souza asked about the impact of AI on the stresses lawyers face. The reality is that AI is here to stay and we will have to adopt it and use it to our individual and collective advantage. How well we manage the transition and adoption of AI will dictate how the legal industry progresses. AI has the potential to reduce the burden of routine, time-consuming tasks, but it also raises client expectations, compresses timelines and creates genuine anxiety about the future shape of legal careers. If not managed thoughtfully, efficiency gains could be absorbed entirely by increased demands, nullifying any potential upside that AI could bring to improving the sustainability of legal work.
We are, therefore, approaching AI not merely as a productivity tool, but as a force that will reshape training, mentorship, career pathways and workplace culture, in fact, the very practice of law. As we have explained previously, MinLaw is, therefore, looking at this question of AI adoption at a more fundamental level, including whether the structure of legal training from law school through practice needs to evolve to prepare lawyers for this changing landscape.
MinLaw remains committed to supporting lawyers and law firms in strengthening their resilience through grants, training and development, and international platforms, all of which contribute towards reinforcing Singapore's overall legal value proposition. MinLaw will continue to work with stakeholders to advance the development of a first-class legal system even as we navigate an increasingly competitive and disruptive global environment. This also includes examining areas, such as how legal work is charged, something that Assoc Prof Kenneth Goh2 raised. The traditional billable-hour model is already being challenged and may well have to evolve further in response to shifting market demands in order for us to remain competitive.
We are aware that the intensifying competition will place greater demands on our lawyers. In such an environment, we must reaffirm the deeper purpose and enduring values of the legal profession – as one that is not merely a career, but a true calling grounded in service, integrity and justice.
The issues raised by Members today all point to the same underlying question: what kind of legal profession do we want Singapore to have and what are we prepared to do to build it? The answer matters beyond the profession itself. A strong legal profession underpins a strong economy and a cohesive society. The goal is not to lower standards, but to sustain excellence in a way that allows lawyers to build long and fulfilling careers, and enables the legal sector to continue to flourish.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":["1 : Question subsequently withdrawn: To ask the Minister for Law in light of the Legal Profession Sustainability Study indicating that the impact of medical condition is generally not given accommodation by the courts, whether the Ministry will take steps to promote a more accommodating practice environment, including removing the need for medical certificates of lawyers and prosecutors to contain a statement that the person is medically unfit to attend Court.","2 : Question subsequently withdrawn: To ask the Minister for Law whether the Ministry will examine how billable-hour targets and related law firm performance incentives affect lawyer retention, workplace culture, mentorship and capacity for pro bono and other access-to-justice work.","3 : Chief Justice Sundaresh Menon speech at the Mass Call Ceremony 2026, A Profession in Transition – Preparing and Supporting the Next Generation, 20 April 2026, paragraph 14."],"footNoteQuestions":["26","27","28","29","30","31"],"questionNo":"26-31"},{"startPgNo":0,"endPgNo":0,"title":"Impact from Countries' Restrictions on Export of Critical and Emerging Technologies on Singapore's Development of Deep Tech Enterprises","subTitle":null,"sectionType":"WANA","content":"32 Dr Neo Kok Beng asked the Deputy Prime Minister and Minister for Trade and Industry as countries start constraining the export of critical and emerging technologies (CET) and associated manpower, such as engineers and scientists, (a) what is the potential impact on Singapore's development of a deep tech ecosystem of enterprises and startups; and (b) what is the potential impact on Singapore's development of CET capabilities in areas, such as artificial intelligence (AI), quantum technologies and robotics.
Mr Gan Kim Yong: The Government has not observed export constraints impeding the development of Singapore's deep tech ecosystem. As a global business hub, Singapore offers an open and vibrant ecosystem that enables our companies to access diverse sources of technology and partnerships.
Singapore has also remained attractive to leading research and entrepreneurial talent. For instance, the Economic Development Board's Global Founder Programme (GFP) has worked with close to 80 experienced founders to grow more than 45 new ventures, over half of which are in artificial intelligence and deep tech. To date, these ventures have collectively raised more than US$2 billion in venture capital funding. Alongside this, we are growing the pipeline of top scientific and engineering talent in Singapore, through the Agency for Science, Technology and Research graduate scholarships, and other programmes in the universities.
Singapore is leveraging our strong foundation in scientific research and development, nurtured steadily over several research, innovation and enterprise (RIE) plans, to strengthen our competitiveness in industries, such as semiconductor and to build capabilities, in important emerging technologies, such as quantum and space. In addition, the Government has expanded efforts to support deep tech enterprises through initiatives, such as the Startup SG Equity scheme, where we have set aside an additional $1 billion to fund early- and growth-stage deep tech startups. We believe that these and other initiatives will strengthen the resilience and competitiveness of our deep tech ecosystem.
The Government will continue to closely monitor global developments and work with a diverse range of international partners to safeguard Singapore's access to critical and emerging technologies.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Assessing Emergence of Composite Violent Extremism and Other Personalised Forms of Online Radicalisation","subTitle":null,"sectionType":"WANA","content":"33 Dr Choo Pei Ling asked the Coordinating Minister for National Security and Minister for Home Affairs (a) how does the Government assess the emergence of Composite Violent Extremism and other increasingly personalised forms of online radicalisation; (b) how prevention and intervention approaches are evolving in response to such trends; and (c) what broader implications these developments have for Singapore's efforts to strengthen social cohesion and societal resilience.
Mr K Shanmugam: In the past year, the Internal Security Department (ISD) issued Restriction Orders under the Internal Security Act against two youths who were self-radicalised online by Composite Violent Extremism (CoVE). Individuals radicalised by CoVE subscribe to multiple extremist ideologies to form their worldview. For example, they may combine Islamist extremism, far-right neo-Nazism, incel misogyny and other grievance-fuelled narratives in a highly personalised and seemingly contradictory manner. Their understanding of the ideologies may be shallow and disorganised. Their support for the different ideologies may also be flexible and fluid.
However, the lack of a clear and coherent ideology does not diminish the severity of the CoVE threat. Individuals motivated by CoVE have perpetrated deadly attacks overseas. In fact, it may be harder to detect such individuals, as the threat they pose may be dismissed given the absence of a standard or predictable ideological footprint. Furthermore, the more ideologies and grievances they harbour, the more potential triggers for violence they possess, which means that they can escalate quickly from radicalised beliefs to violent actions.
Public education and community vigilance remain critical to tackling the radicalisation threat upstream, including those involving CoVE. ISD works with the Ministry of Education (MOE) to conduct counter-terrorism and counter-radicalisation outreach for youths, educators and school counsellors, to sensitise them to the threat and possible indicators of radicalisation, and the importance of early reporting of suspected radicalisation cases. The outreach materials have been updated with CoVE cases, to enhance understanding of these threat profiles. ISD and MOE have also jointly produced an online guide for parents and guardians on protecting their children from radicalisation. In schools, secondary students learn about the impact of transnational terrorism on countries and how it has led to some individuals becoming self-radicalised through exposure to extreme ideologies. They also learn to develop empathy and respect for one another, discern the reliability of information from different sources and be vigilant against harmful online content.
The Ministry of Home Affairs also launched the SGSecure Instagram and TikTok accounts in 2024 to share key advisories on radicalisation using bite-sized videos and posts. Community partners, such as the Religious Rehabilitation Group and the Inter-Agency Aftercare Group, are upgrading their skillsets to deal with CoVE cases and conduct regular outreach to youths and families, which will strengthen the community's resilience to extremist ideas. In addition, ISD has worked with community partners to tailor the rehabilitation programme for individuals radicalised by CoVE. The interventions are aimed at addressing not just their ideological misconceptions, but also personal vulnerabilities, grievances and psychological factors that contribute to their radicalisation.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Addressing Broader Issue of Under-16s' Social Media Addiction","subTitle":null,"sectionType":"WANA","content":"34 Mr Alex Yeo asked the Minister for Digital Development and Information in light of the UK's decision to ban social media for under-16s (a) whether there are plans to address the broader issue of online addiction caused by social media on under-16s beyond measures taken to mitigate specific online harms; and (b) whether the Ministry will reconsider imposing a similar ban to send a strong signal for change.
Mrs Josephine Teo: The Government is committed to keeping children safe online. We have announced plans to extend age assurance requirements to designated social media services, including requiring platforms to keep users under 13 off their services. For older children, we are exploring how to make social media platforms safer by requiring age-appropriate experiences and safeguards. Platforms that are unwilling to do so will be excluded from serving this group of users.
Beyond regulation, we will continue to support parents and work with platforms and the wider community to foster healthy digital habits among children.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"App Stores' Compliance with Age Assurance Measures and Enforcement Actions against Non-compliant Stores","subTitle":null,"sectionType":"WANA","content":"35 Ms Elysa Chen asked the Minister for Digital Development and Information given that designated application stores were required to implement age assurance measures by 31 March 2026 (a) whether all designated application stores have met this deadline; (b) what enforcement action will be taken against non-compliant stores; and (c) what timeline is envisaged to extend equivalent requirements to designated social media services.
Mrs Josephine Teo: From 1 April 2026, designated app distribution services, also known as app stores, are required to implement age assurance measures to prevent users younger than 18 from accessing and downloading age-inappropriate apps. Thus far, all five designated app stores have fully implemented age assurance measures.
The Government is looking to enhance its safeguards for designated social media services, which include age assurance requirements. We have started engaging designated social media services and will provide an update when ready.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Tracking and Publishing Number of Seniors who Die Alone in Their Homes","subTitle":null,"sectionType":"WANA","content":"36 Mr Fadli Fawzi asked the Coordinating Minister for Social Policies and Minister for Health (a) whether the Government will start to track and publish the number of seniors who die alone in their homes, with their passing only detected days later; and (b) if not, why not.
Mr Ong Ye Kung: Mr Speaker, my response will also address Written Question 29 raised by Dr Neo Kok Beng in today's Order Paper. [Please refer to \"Small Home Robots to Monitor Well-being of Seniors Living Alone Following Undetected Senior Death Cases\", Official Report, 7 July 2026, Vol 96, Issue 32, Written Answers to Questions section.]
We do not track or publish data on seniors who pass away alone at home and are only detected later.
Our focus is upstream – to reach out to as many seniors as we can and provide support to those who are vulnerable, such as referring them to Active Ageing Centres. The Silver Generation Office (SGO) under the Agency for Integrated Care conducts such outreach and identify seniors at-risk systematically. Neighbours, community groups and Grassroots organisations can also play a part and keep a lookout for these seniors and provide support.
The Government has also been leveraging technology to support seniors living alone. For example, the Housing and Development Board has been progressively extending the wireless alert alarm system to seniors staying in public rental blocks, so that they can call for help during emergencies. The Ministry of Health rolled out the enhanced home personal care service islandwide since April 2026. Under this service, eligible seniors may opt to subscribe to a 24/7 monitoring and response system that detects falls and provide timely support.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Singapore's Participation in Developing Passenger Dispersal and Transit Facilitation Channels at Johor's Elevated Autonomous Rapid Transit Network","subTitle":null,"sectionType":"WANA","content":"37 Mr Kenneth Tiong Boon Kiat asked the Acting Minister for Transport (a) regarding Johor's elevated Autonomous Rapid Transit (e-ART) feeder network for passenger dispersal from Bukit Chagar Rapid Transit System (RTS) terminus, what is the Government’s strategy, including coordinating with Malaysian authorities, for dispersal of up to 10,000 RTS passengers per hour in each direction; and (b) whether Singapore will seek meaningful participation in transit-oriented development plans at e-ART stations, to promote usage of RTS and its wider transit networks.
Mr Jeffrey Siow: The Singapore Government works with Malaysian authorities on passenger connectivity and dispersal from the Rapid Transit System Link. However, specific transport modes, like the Johor's elevated Autonomous Rapid Transit (e-ART) feeder network, are under the purview of Malaysian authorities. In Singapore, commuters arriving at Woodlands North can transfer to our domestic transport network, including the Mass Rapid Transit via Woodlands North station on the Thomson-East Coast Line.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Singapore's Engagements with US Trade Representative to Prevent Retaliatory Tariffs on Singapore-produced Sustainable Aviation Fuel","subTitle":null,"sectionType":"WANA","content":"38 Mr Dennis Tan Lip Fong asked the Deputy Prime Minister and Minister for Trade and Industry (a) what is the Ministry's assessment of the impact of the Clean Fuels Alliance America's testimony to the US Trade Representative (USTR) on 8 May 2026 characterising Singapore's renewable fuel production as having structural excess capacity; and (b) what specific diplomatic and trade engagements is the Ministry undertaking with the USTR to prevent retaliatory tariffs on Singapore-produced sustainable aviation fuel.
Mr Gan Kim Yong: On 8 May 2026, Clean Fuel Alliance America (CFAA), a United States (US) trade association, alleged that overcapacity in the biofuels industries of Finland, Singapore and the Netherlands threatened US producers. This allegation was made at a public hearing as part of the US Trade Representative's (USTR's) investigation under Section 301 of the Trade Act of 1974 into the acts, policies and practices of 16 economies, including Singapore, relating to structural excess capacity and production in manufacturing sectors.
Singapore’s energy and chemicals industry, including biofuels, operates in a competitive global market. Singapore does not subsidise the cost of biofuel production. Singapore's production capacity and exports of biofuels are demand driven and producers price their products based on global commodity prices, feedstock costs and prevailing market conditions. As a small and open economy, our manufacturing output cannot depend solely on domestic demand and would also need to serve the needs of overseas markets.
We should not speculate on the potential impact of the CFAA's testimony on the USTR's investigation, which is still ongoing. Singapore has constructively engaged the USTR throughout this process and highlighted that our economic policies are carefully designed not to distort market forces. We will continue to engage the USTR on this matter as necessary.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Sustained Public Campaigns to Encourage Long-term Energy Conservation Behaviours","subTitle":null,"sectionType":"WANA","content":"40 Ms Hazlina Abdul Halim asked the Minister for Sustainability and the Environment given that energy resilience is a strategic national priority, whether the Government intends to introduce more structured and sustained public campaigns to encourage long-term energy conservation behaviours among households and businesses in support of Singapore's energy resilience and targets under the Singapore Green Plan 2030.
Ms Grace Fu Hai Yien: Energy conservation is key to supporting Singapore's sustainability efforts. Our Singapore Green Plan 2030 includes targets to increase energy efficiency and reduce energy consumption. The Government has introduced several more schemes and national campaigns to encourage energy conservation and improve energy efficiency in recent years. The enhanced Climate Friendly Households Programme (CFHP) was launched in 2024, allowing eligible households to claim $400 worth of Climate Vouchers to purchase energy-efficient household appliances. In 2025, the Go 25 national movement was started to encourage businesses and residents to set the standard indoor air-conditioning temperature at 25˚C to avoid overcooling and reduce energy use.
In response to the Middle East conflict, the Government has stepped up efforts and public communications. In April 2026, the Energy Efficiency Grant (EEG) Base Tier was expanded to all sectors to encourage more businesses to adopt energy efficient equipment. A call to action was also launched to encourage businesses and households to take five simple steps to conserve energy, including staying cool with fans and choosing energy efficient appliances and greener commutes. The Government has taken the lead in national energy conservation efforts. Since April 2026, the public sector has stepped up energy conservation measures, building on existing measures implemented over the years. They include reducing operating hours of air-conditioning and lighting and setting air-conditioning temperature at 25 degrees. This has resulted in estimated monthly energy savings of about 5% compared to FY24 consumption levels, equivalent to powering around 50,000 4-room Housing and Development Board flats, and cost savings of around $6.3 million a month.
Energy conservation is a national effort. Everyone can play their part in strengthening Singapore's energy resilience.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Findings in Singapore Workplace Report 2026 that Workers under 35 are Less Engaged and More Stressed","subTitle":null,"sectionType":"WANA","content":"41 Ms Cassandra Lee asked the Minister for Manpower (a) whether the Ministry has studied the findings of the Singapore Workplace Report 2026 that workers under 35 are less engaged and more stressed than their older colleagues; and (b) whether these findings are assessed to be linked to uncertainty over career progression, skills relevance and long-term career prospects.
42 Ms Cassandra Lee asked the Minister for Manpower (a) whether the Ministry tracks indicators relating to the quality of early-career workplace experiences, including onboarding, mentorship, managerial support and retention, among workers under 35 years of age; and (b) if so, whether any significant gaps in these indicators have been identified across industry sectors.
Dr Tan See Leng: We are aware of the Singapore Workplace Report 2026, produced by the Singapore Institute of Directors and Gallup, and we are studying its findings. The Ministry of Manpower (MOM) monitors a range of labour market and workplace indicators related to youth employment outcomes, including training participation, working conditions and labour productivity. We do not track the quality of onboarding, mentorship and managerial support even though they are important factors in early workplace experiences because these are difficult to measure consistently and reliably across firms and sectors.
MOM recognises the importance of encouraging positive early-career workplace experiences. We recently introduced the Singapore Opportunity Index, which assesses the extent to which larger firms create economic opportunities for their employees in areas, such as hiring, career progression and retention. This supports employers to benchmark their workforce outcomes and review their strategies towards young talent.
MOM will continue to explore ways to better support young workers.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Take-up Rates and Outcomes for \"Discover On My Way\" Job Taster Programmes and Company Tours","subTitle":null,"sectionType":"WANA","content":"43 Mr David Hoe asked the Acting Minister for Culture, Community and Youth (a) since the roll-out of the Discover On My Way portal, what take-up rates and outcomes have been observed for its job taster programmes and company tours, including the (i) participants (ii) partner organisations and (iii) sectors covered; and (b) whether the National Youth Council (NYC) can consider further expanding such job taster programmes for junior college, polytechnic and ITE youths, to better facilitate their transition to work.
Mr David Neo: Take-up rates were approximately 80% of the 11,000 job taster opportunities in 2025. About 78% of the participants reported being more aware of the potential pathways to achieve their career goals. Other outcomes include being able to build professional connections, debunking myths about careers and industries, and feeling less pressured to decide on a career path.
The National Youth Council (NYC) worked with 35 corporate partners, youth sector organisations and public sector agencies to create these opportunities. These span 14 different sectors, such as financial services, manufacturing, hospitality, and information and communications. The job taster opportunities are available for all youths, including those studying in junior colleges, polytechnics and the Institute of Technical Education.
The Ministry of Culture, Community and Youth and NYC are looking at how we can further expand opportunities for early career exposure. More details will be shared at the launch of the SG Youth Plan in end-July.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Deferment of In-camp Training for NSmen Who Attend Institutes of Higher Learning Due to Internship Opportunities","subTitle":null,"sectionType":"WANA","content":"44 Mr Saktiandi Supaat asked the Coordinating Minister for Public Services and Minister for Defence (a) whether the Ministry has reviewed its deferment framework for NSmen from Institutes of Higher Learning who are called up for in-camp training during university vacation periods; and (b) whether the framework can give greater consideration to internship opportunities, including overseas internships, that contribute meaningfully to students’ employability and career development, even if these internships are not compulsory graduation requirements.
Mr Chan Chun Sing: Since 2002, the Ministry of Defence (MINDEF) has worked with the autonomous universities (AUs) to establish arrangements that minimise disruption to National Servicemen (NSmen) who are pursuing full-time studies up to the undergraduate level, while meeting the Singapore Armed Forces' (SAF's) operational and training needs. Undergraduate NSmen studying in AUs are generally called up for In-Camp Training (ICT) during their university's designated vacation periods.
At the same time, deferments may be granted for NSmen, regardless of their institution of study, if the ICT coincides with their full-time studies or compulsory academic requirements needed for graduation. Unit Commanding Officers can approve other deferment requests beyond academic requirements, subject to the unit's operational and training needs.
MINDEF regularly engages the institutes of higher learning and will continue to review the deferment framework to ensure it remains relevant, while ensuring that the SAF's operational readiness and training requirements continue to be met.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Impact of Rising Temperatures on Safety and Performance of Students Participating in Outdoor National School Games Events","subTitle":null,"sectionType":"WANA","content":"45 Mr Melvin Yong Yik Chye asked the Minister for Education (a) whether the Ministry has assessed the impact of rising temperatures on the safety and performance of students participating in outdoor National School Games events; and (b) whether the Ministry is considering adjustments to competition schedules, including the timing of matches, to reduce students' exposure to periods of high heat stress.
Mr Desmond Lee: The Ministry of Education (MOE) is mindful of the impact that rising temperatures may have on our students, teachers and officials taking part in the National School Games.
Matches are scheduled only after students have had the time to train and become progressively more heat acclimatised. Outdoor matches are scheduled during the cooler parts of the day as far as possible. During matches, water and rest breaks are provided, and teachers and coaches look out for signs of heat illness in student-athletes.
MOE has included additional precautionary measures for periods of hotter weather. These include additional or longer water and rest breaks, and delaying or postponing the game, should the area's heat stress level be indicated as \"High\" on the National Environment Authority's myENV app.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Improving Natural Ventilation for Existing and New Flats in Light of Research Findings on HDB Flats' Warmer Indoor Temperatures","subTitle":null,"sectionType":"WANA","content":"46 Ms Joan Pereira asked the Minister for National Development with reference to the recent Singapore University of Technology and Design (SUTD) research findings on HDB flats' warmer temperatures indoors (a) what measures can be implemented by the Government to improve natural ventilation for both existing and new flats; and (b) how will the Ministry assist the elderly and low-income families to access cooling options and air-conditioning.
Mr Chee Hong Tat: The Housing and Development Board's (HDB's) developments incorporate design principles that seek to harness elements of nature as much as possible to reduce heat gain into the buildings and improve natural ventilation. For example, blocks are orientated in the north-south direction, where possible, to minimise direct sun exposure and reduce heat gain, while maximising prevailing wind flow through the units. Under the Green Towns Programme, HDB has introduced more greenery on multi-storey carpark rooftops and expanded the Cool Coatings initiative, which applies heat-reflective coatings on building facades. These help to reduce ambient temperatures and enhance residents' thermal comfort.
Beyond physical design, HDB has also developed a heat advisory to provide residents with practical tips on keeping their homes cool. These include de-cluttering to maximise cross-ventilation, appropriate placement of fans and opening windows and doors to facilitate better air flow.
To support elderly and lower-income families, HDB is partnering with non-governmental organisations to trial the distribution of the heat advisory through door-to-door engagements to educate residents on ways to reduce heat indoors. HDB is also conducting a research study to test the effectiveness of market-available cooling appliances in improving thermal comfort within public rental units. Lower-income households eligible for financial assistance may approach their social service office for help.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"New Safeguards following Probe into Simba Telecom's Unauthorised Use of Radio Frequency Bands","subTitle":null,"sectionType":"WANA","content":"47 Assoc Prof Terence Ho asked the Minister for Digital Development and Information (a) what safeguards exist to prevent telecommunications operators from straying into radio frequency bands that they are not authorised to use; and (b) whether new safeguards will be introduced, or existing measures strengthened, in the light of the recent probe into Simba Telecom.
Mrs Josephine Teo: On 18 May 2026, the Infocomm Media Development Authority (IMDA) informed the public that Simba could have been using radio frequency bands that had not been assigned to them to provide mobile services.
Mobile network operators (MNOs) must only use spectrum assigned to them. Any use of spectrum beyond the assigned bands without IMDA's prior approval is a serious matter because it can cause interference to other services and allow operators to gain an unfair advantage over their competitors.
IMDA conducts regular technical checks and monitoring of MNOs' compliance in spectrum use, with a primary focus on preventing interference in spectrum bands and disruption of approved wireless and mobile services. Where interference has been detected, IMDA will work with the affected parties to minimise the impact and disruption to services and take enforcement actions where appropriate.
IMDA's investigations of Simba's case are ongoing. We will need to let IMDA carry out its due process and conclude its investigations before further details can be shared. Notwithstanding the investigations, IMDA will ensure that Simba continues to meet licence obligations and service level commitments to their subscribers.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Risk of Hantavirus Transmission into Singapore via International Travel","subTitle":null,"sectionType":"WANA","content":"51 Ms Joan Pereira asked the Coordinating Minister for Social Policies and Minister for Health in view of recent news reports of a hantavirus outbreak on a cruise ship (a) whether the Ministry has assessed the risk of transmission into Singapore via international travel, particularly through cruise ships and commercial airlines; and (b) whether additional surveillance or vector control protocols are being considered for incoming travellers and the local population.
Mr Ong Ye Kung: The hantavirus outbreak has already subsided. Due to the co-operation of various country jurisdictions, the infected patients and potentially exposed passengers and crew disembarked from the cruise ship, were transferred safely via chartered flight to their destinations, and quarantined. The coordinated global response has successfully contained further spread.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Addressing Increase in Unemployment Rates among Residents Aged Under 30","subTitle":null,"sectionType":"WANA","content":"53 Mr Vikram Nair asked the Minister for Manpower whether the Ministry assesses if any steps need to be taken to address the increase in unemployment rates among residents under 30 years old.
Dr Tan See Leng: Mr Kwek Hian Chuan Henry has filed a related question for a subsequent Sitting. We will respond to these questions together.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Continued Frontier AI Access for Singapore Given US Order to Bar Foreign Access to Anthropic's Fable and Mythos Models","subTitle":null,"sectionType":"WANA","content":"55 Mr Kenneth Tiong Boon Kiat asked the Minister for Digital Development and Information following the US order barring foreign access to Anthropic's Fable and Mythos models (a) whether the Government assesses that Singapore needs continued frontier AI access; (b) if so, what is the Government's strategy to secure such access against further US restrictions; and (c) if not, what alternatives will maintain sufficient capability, and what is the acceptable lag behind the frontier.
Mrs Josephine Teo: Access to frontier models is helpful for specific use cases, such as advanced research and cybersecurity. However, these form a small proportion of artificial intelligence (AI) demand. For most industry, Government and research uses, capable models are already available.
For the foreseeable future, access to frontier AI will continue to be shaped not just by commercial considerations but also export controls and geopolitics. We should therefore be realistic and focus on making the most of the considerable capabilities that remain accessible. At the same time, for better resilience, we will diversify and maintain access to a range of AI models through partnerships with multiple providers. At international fora, we continue to advocate for an AI ecosystem that is open and collaborate with partners on different aspects of AI governance, including safety, security and the responsible use of AI. This will help preserve flexibility to choose amongst available options to meet Singapore's AI needs.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Strengthen Rules Governing Use of Classified and Unclassified Government Data Given Rapid Development of AI Technologies","subTitle":null,"sectionType":"WANA","content":"56 Mr Fadli Fawzi asked the Minister for Digital Development and Information given the rapid development of artificial intelligence (AI) technologies, what updates, if any, have there been to strengthen the rules governing the use of (i) classified and (ii) unclassified government data, respectively, in AI chatbots and platforms in the Public Service.
Mrs Josephine Teo: The Government's risk-calibrated approach to data security in artificial intelligence (AI) systems was explained in a written reply, given on 9 January 2024, to related questions asked by Dr Tan Wu Meng and Mr Gerald Giam. [Please refer to \"Regulations on Input Prompts for Large Language Models to Prevent Disclosure of Confidential Data\", Official Report, 9 January 2024, Vol 95, Issue 118, Written Answers to Questions for Oral Answer not Answered by End of Question Time section.]
That overarching approach continues to apply today. We mandate technical and contractual safeguards commensurate with the classification and sensitivity of data involved; these are complemented by responsible use policies and governance processes practiced by officers.
As AI technologies evolve, we continue to apply these same principles to new use cases, tools and capabilities. We regularly review our rules and safeguards to ensure agencies can harness AI to transform public service delivery while keeping Government data and systems secure.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Impact of Reduced Primary 1 Intake on Home-school Distance Balloting at Oversubscribed Schools","subTitle":null,"sectionType":"WANA","content":"58 Mr Abdul Muhaimin Abdul Malik asked the Minister for Education (a) what assessment has been made on how the reduction in Primary 1 intake will affect Home-school Distance balloting at oversubscribed schools; (b) whether the Ministry tracks which estates, including new BTO estates, do not have a primary school within 1km; and (c) whether the number of Phase 2C reserved places will be reviewed, given the reduced intake.
Mr Desmond Lee: My response will address the Parliamentary Question raised by Mr Abdul Muhaimin Abdul Malik on the reduction of Primary 1 places set down for today, as well as a related question raised by Assoc Prof Jamus Lim for a subsequent Sitting.
The Ministry of Education (MOE) regularly reviews the provision of Primary 1 places, taking into account factors including demographic trends and upcoming housing developments. While demand varies across schools depending on parents' preferences, MOE ensures that there are sufficient Primary 1 places for our children at both the national and regional levels.
The adjustment to the Primary 1 intake for the upcoming Primary 1 Registration Exercise reflects the smaller cohort entering Primary 1 in 2027 and in the years ahead. This is also part of MOE's broader effort to manage the impact of falling school enrolment, minimising the need for school mergers, while maintaining a geographical spread of schools across Singapore. The adjustments help to ensure that our schools have sufficient student enrolment to offer a meaningful range of learning opportunities and programmes for their students.
For Sengkang in particular, four of the 12 schools in Sengkang saw balloting at Phase 2C in last year's P1 Registration Exercise. However, the other eight schools in Sengkang had more than 650 places available during Phase 2C Supplementary. This was more than double the number of applicants who did not get a place in the four schools that balloted at Phase 2C. So, we expect there to be more than sufficient P1 places in Sengkang for the upcoming P1 Registration Exercise, even though some schools will continue to see balloting at Phase 2C.
MOE has also progressively strengthened open access within the Primary 1 Registration Framework through Phase 2C, which is open to students regardless of whether they have prior connections to the school. MOE had increased the number of reserved Phase 2C places from zero to 20 in 2014; and from 20 to 40 in 2022. As announced earlier this year, MOE is reviewing the Primary 1 Registration Framework to further strengthen open access and to support a good social mix in our schools. We will share more details when the review is completed.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Students Receiving Annotated National Examination Certificates and Impact on Opportunities Opened to Them","subTitle":null,"sectionType":"WANA","content":"60 Mr David Hoe asked the Minister for Education regarding access arrangement annotations (a) how many candidates received an annotated national examination certificate or result slip in each of the past five years; (b) what feedback or appeals the Ministry and the Singapore Examinations and Assessment Board have received; (c) whether the Ministry has assessed the impact on students' pathways, opportunities or self-confidence; and (d) whether the Ministry can consider reviewing how to minimise stigma while preserving fairness.
Mr Desmond Lee: Access Arrangements (AA) are granted to students with physical or learning disabilities to support them in sitting national examinations without compromising assessment objectives.
National examinations are administered under standardised conditions to ensure a fair examination. Where AA require significant modification of these conditions, such as extra time, exemption from certain examination components or use of external assistance. The student's certificate would be annotated to reflect this. Annotations are not a reflection of the student's ability or potential.
In the last five years, a total of about 4,500, or around 5%, of the Primary School leaving Examination, GCE \"N\", \"O\" and \"A\" level examination certificates were annotated due to AA per year.
The AA annotation is displayed as a typographical symbol beside the subject on the examination certificate. Details of the AA provisions and any medical conditions are not indicated on the certificate and would not be shared by the Singapore Examinations and Assessment Board (SEAB). School postings and access to educational programmes and opportunities do not take this annotation into account. Employers are expected to abide by the fair employment principles set out by the Ministry of Manpower and the Tripartite Alliance for Fair and Progressive Employment Practices, which provide assurance that annotations are not used inappropriately to discriminate against students.
The annotation policy reflects a balanced approach that supports students who require different examination arrangements for them to demonstrate their skills, knowledge and understanding, while preserving the fairness and integrity for all.
The Ministry of Education and SEAB have, thus far, not received reports of discrimination arising from the annotation. We will continue to gather feedback and review this practice regularly to ensure it achieves the intent.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Requirements for SkillsFuture-funded Training Providers to Give Clear and Up-to-date Course Information","subTitle":null,"sectionType":"WANA","content":"62 Mr Patrick Tay Teck Guan asked the Minister for Manpower whether the Ministry will consider requiring all training providers that receive funding from SkillsFuture to provide clear and up-to-date course information on the SkillsFuture website, such as dates, instructor information and registration method, to reduce friction to sign-ups.
Dr Tan See Leng: The Skills and Workforce Development Agency already requires training providers to provide accurate and up-to-date course details on the MySkillsFuture portal.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Procedures for Maintenance Works In and Around Nature Reserves, and Penalties for Unauthorised Clearance of Green Spaces","subTitle":null,"sectionType":"WANA","content":"63 Ms Nadia Ahmad Samdin asked the Minister for National Development (a) whether NParks maintains an inventory of ecological restoration sites and trees planted under the Forest Restoration Action Plan and OneMillionTrees movement within and around nature reserves; and (b) whether the Government will review procedures governing maintenance works in these areas, including approvals, supervision and ecological risk assessments.
64 Mr Yip Hon Weng asked the Minister for National Development (a) how frequently are green spaces near construction sites monitored to prevent unauthorised clearance; (b) what penalties are imposed on errant contractors and whether these are sufficient to deter similar future incidents; and (c) how does the Ministry ensure that adequate staging and storage areas are allocated to prevent encroachment into nature reserves.
Mr Chee Hong Tat: The National Parks Board (NParks) stewards the trees and planting sites established under the OneMillionTrees (OMT) movement and Forest Restoration Action Plan (FRAP). NParks maintains records of the planting sites under both programmes, with post-planting maintenance regimes in place to support tree establishment and survival.
Trees planted on NParks-managed green spaces, including planting sites under OMT and FRAP, are protected under the Parks and Trees Act. Under the Act, any works affecting trees and vegetation in national parks, nature reserves, public parks, as well as mature trees in tree conservation areas and on vacant lands, must first be approved by NParks. Contractors must obtain NParks' approval before proceeding with site works and must comply with NParks' stipulated conditions, such as to minimise ecological impact.
NParks conducts inspections on work sites in NParks-managed green spaces to ensure contractors comply with NParks' protocols and that the works remain within designated areas. Unauthorised clearance of land in NParks-managed green spaces without the approval of the Commissioner of Parks and Recreation constitutes an offence under the Parks and Trees Act. For example, convicted parties may be fined up to $50,000, face imprisonment of up to six months, or both, for unauthorised clearance of greenery within nature reserves.
NParks regularly reviews its processes to ensure they are relevant and robust in safeguarding our green spaces.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Assessment of Environmental Impact of Beach Clean-up Activities, and Strengthening Coordination with Community and Volunteer Groups","subTitle":null,"sectionType":"WANA","content":"65 Mr Jackson Lam asked the Minister for Sustainability and the Environment (a) how many beach clean-up activities have been supported or facilitated by the Ministry and its agencies in the past three years; (b) how their environmental impact is assessed; and (c) whether there are plans to strengthen coordination with community and volunteer groups.\n\n
Ms Grace Fu Hai Yien: To promote environmental stewardship and keep our shared spaces clean, the Ministry of Sustainability and the Environment (MSE) supports its agencies and partners to carry out community clean-up activities. The Public Hygiene Council (PHC), for instance, has been working with community groups, schools and businesses to organise clean-up activities under the Keep Singapore Clean movement. Based on data tracked by PHC, more than 1,600 clean-ups were conducted at recreational beaches and surrounding park areas each year in the past few years. This includes clean-ups organised by PHC, as well as those coordinated and facilitated by PHC for communities and ground-up groups.
Community groups may apply to the SG Eco Fund for support to organise such activities. One such recipient, Stridy, has logged over a million pieces of litter picked in Singapore since 2023. To better assess the impact of their efforts, organisers are encouraged to quantify and track the amount of litter collected. MSE will continue to work with agencies and partners to amplify the reach and impact of clean-up activities.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Environmental Impact Assessment for Relocation of Farmland around Sungei Buloh Wetland Reserve","subTitle":null,"sectionType":"WANA","content":"66 Ms He Ting Ru asked the Minister for Sustainability and the Environment (a) whether an environmental impact assessment was conducted in relation to the relocation of farmland around Sungei Buloh Wetland Reserve; and (b) if so, what the findings were and when the report will be made fully public.
Ms Grace Fu Hai Yien: The Government recently announced land-use changes in Lim Chu Kang to optimise our scarce land to meet our growing and evolving needs. We are at the initial planning stage and agencies are still working out the detailed development proposals.
Agencies will assess the potential environmental impact of the proposed development when details, such as the proposed development footprint, intensity and scope of works, are available. An environmental impact assessment (EIA) will be conducted if there is potentially significant environmental impact. If an EIA is conducted, the findings will be carefully considered in consultation with nature groups and community stakeholders and made publicly available so the public can provide feedback.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Protocols for Communicating EIPIC Intervention Plans with Preschools","subTitle":null,"sectionType":"WANA","content":"67 Dr Charlene Chen asked the Minister for Social and Family Development (a) what protocols are currently in place to ensure that mainstream preschools receive timely information and progress data regarding enrolled children's Early Intervention Programme for Infants and Children (EIPIC) intervention plans; and (b) how the Ministry plans to bridge communication gaps between early intervention centres and preschool teachers.
Mr Masagos Zulkifli B M M: Coordination between Early Intervention (EI) centres, families and preschools is important for the continuity of support for children with developmental needs. Under the existing Early Intervention Programme for Infants and Children (EIPIC) framework, when a child with developmental needs also attends a mainstream preschool, EIPIC operators work closely with preschools to ensure that support remains consistent across both settings. This includes conducting preschool visits to understand the child's adjustment and accommodation needs, as well as reviewing teaching strategies with the child's educators and caregivers.
Thus far, the Ministry of Social and Family Development has not received any feedback from parents indicating gaps in communication between EI centres and preschools.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Changes to Average Wait Time for EIPIC Placements and Interim Support for Families Awaiting Placement","subTitle":null,"sectionType":"WANA","content":"68 Dr Charlene Chen asked the Minister for Social and Family Development (a) whether there have been any changes to the average wait time for a child to secure a placement in the Early Intervention Programme for Infants and Children (EIPIC) since the reported 7.5 months in 2023; and (b) what additional immediate interim support or resources are being considered or implemented for families awaiting EIPIC placement since February 2025.
Mr Masagos Zulkifli B M M: Through ongoing efforts to expand capacity of the Early Intervention Programme for Infants and Children (EIPIC), the average wait time for enrolment into EIPIC has improved from 7.5 months in 2023 to 5.5 months in 2025. The number of EIPIC places has increased by around 25% over this period, from approximately 5,800 to 7,300 places. We will continue our efforts to reduce wait time.
Caregivers are supported while they await EIPIC placement for their children. Under the EIPIC framework, operators support children with developmental needs and their families from the point of referral, not just upon enrolment. This includes providing caregivers with appropriate training so that they are equipped with the skills and knowledge to support their children at home. Where the child is enrolled in a preschool, EIPIC operators also work closely with the child's educators and share appropriate strategies, subject to parental consent.
SG Enable has also worked with CaringSG, a caregiver-led organisation, to launch the Step One programme, which equips caregivers of children with developmental needs with knowledge and skills to carry out their caregiving duties and connects them with support networks. Caregivers can find out more about these support options via the online Enabling Guide.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Policy Measures to Prevent Entities from Leveraging Singapore’s Trade Hub Status to Bypass Global Due Diligence Standards","subTitle":null,"sectionType":"WANA","content":"70 Mr Dennis Tan Lip Fong asked the Deputy Prime Minister and Minister for Trade and Industry in light of MTI's submission on 15 April 2026 to the US Trade Representative indicating jurisdictional and practical limitations in monitoring the use of forced labour in production within extra-territorial supply chains, what specific policy measures are being considered to prevent entities from leveraging Singapore's trade hub status to bypass global due diligence standards.
Mr Gan Kim Yong: Singapore does not condone the use of forced labour. We criminalise forced labour in Singapore under various laws. Relevant Government Ministries and agencies, such as the Ministry of Manpower, Ministry of Home Affairs and Singapore Police Force, play their part in investigating complaints of suspected breaches in domestic laws that relate to forced labour practices.
Singapore has also consistently played a constructive role in advancing international labour standards to address the issue of forced labour. We ratified the International Labour Organization's (ILO's) Forced Labour Convention, 1930 (C29) in October 1965.
Forced labour in complex and multi-tiered supply chains is a transnational issue that is most effectively addressed at source, and with international cooperation. We will continue to work with the international community to develop measures against forced labour globally and will review our regulatory approach from time to time to ensure it remains relevant in addressing this issue.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Tracking Number of Working Caregivers who Concurrently Care for Dependent Children and Elderly Parents","subTitle":null,"sectionType":"WANA","content":"71 Ms Hazlina Abdul Halim asked the Minister for Manpower (a) whether the Ministry will consider tracking the number of working caregivers who concurrently care for both dependent children and elderly parents; and (b) if not, whether there are plans to collect and publish such data.
Dr Tan See Leng: The Ministry has begun tracking caregiving patterns, including the number of caregivers who concurrently care for children and parents. Based on our inaugural survey conducted in late 2025, around one in 10 working caregivers fall into this group.
The Ministry is studying the data and will release more detailed findings when ready.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Households Accumulating More than One Year of Excess U-Save Credits, and Possibility of Converting Excess to LifeSG Credits","subTitle":null,"sectionType":"WANA","content":"73 Mr Shawn Loh asked the Prime Minister and Minister for Finance (a) following the Budget 2026 announcement, how many households have accumulated more than one year of excess U-Save credits, based on average consumption rates; and (b) whether U-save credits in excess of one year of average consumption can be converted to LifeSG credits to offset other cost of living pressures while incentivising energy efficiency.
Mr Jeffrey Siow: As at May 2026, 21,234 HDB households, or about 2% of the households eligible for U-Save, have accumulated more than one year of excess U-Save rebates, based on average monthly utility bills for each flat type.
U-Save rebates do not have an expiry date, so households need not rush to utilise U-Save rebates within a certain time period. This design also preserves the incentive for households to use energy efficiently.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Promoting and Supporting Use of Prefabrication Methods for Construction Projects","subTitle":null,"sectionType":"WANA","content":"74 Assoc Prof Terence Ho asked the Minister for National Development (a) what progress has been made over the past five years in increasing the share of construction projects using prefabrication methods in Singapore; (b) what more can be done to reduce bottlenecks to adoption, such as inadequate storage space, for prefabricated components; and (c) what is the outlook for integrated construction and prefabrication hubs (ICPHs) in Singapore.
Mr Chee Hong Tat: The share of new developments that adopted design for manufacturing and assembly (DfMA), has almost doubled from just under 40% in 2020 to 76% in 2025, with increased uptake of prefabrication methods across both public and private sector projects. The Building and Construction Authority (BCA) has been working with agencies and the industry on standardising prefabricated components to reap better economies of scale and has streamlined regulatory approvals for developers that use standardised building components across their projects of similar typologies.
To increase storage capacity, BCA has allocated temporary land plots to the industry to store prefabricated components. Integrated construction and prefabrication hubs (ICPHs) have also implemented technology solutions, such as automated multi-storey storage and retrieval systems, to enhance the efficiency of their storage spaces.
The outlook for ICPHs remains positive, supported by robust construction demand and continued adoption of DfMA. As land and manpower constraints become more acute, ICPHs will continue to play an important role in achieving higher productivity, better quality and more reliable delivery through greater standardisation, automation and end-to-end coordination.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Incentivising Use of Electric Construction Vehicles and Battery Energy Storage Systems by Construction Contractors in HDB Estates","subTitle":null,"sectionType":"WANA","content":"75 Mr Cai Yinzhou asked the Minister for National Development (a) whether HDB's procurement specifications for construction within infield HDB estates incentivise the use of electric construction vehicles and battery energy storage systems in place of diesel generators; (b) whether any subsidy or co-funding scheme supports contractors in adopting such equipment; and (c) whether the Building and Construction Authority will consider making green construction equipment a scored criterion under the Green Mark framework.
Mr Chee Hong Tat: To drive sustainable construction and reduce reliance on conventional diesel generators, the Housing and Development Board (HDB) has required the use of battery energy storage systems (BESS) or synchronised generator set systems at Build-to-Order construction worksites for all building tenders called since February 2025. HDB also encourages the adoption of broader sustainable practices, such as the use of electric construction vehicles, through a green procurement framework.
BCA administers the Energy Efficiency Grant (EEG) for the construction sector, which provides co-funding to support construction firms in adopting more energy-efficient solutions, including BESS and electric construction machinery.
The current Green Mark framework already recognises the adoption of low-carbon technologies and solutions during construction, including electric or low-emission construction machinery. Projects that adopt such equipment can receive Green Mark points.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Fire Safety Standards at Coffee Shops in HDB Blocks","subTitle":null,"sectionType":"WANA","content":"76 Ms Sylvia Lim asked the Coordinating Minister for National Security and Minister for Home Affairs (a) whether the Government assesses that the occurrence of fires at coffee shops and eating houses within HDB blocks is an area of increasing concern; and (b) how does the Singapore Civil Defence Force monitor fire safety standards at such establishments.\n \n
Mr K Shanmugam: Under the Fire Code, food and beverage establishments, including coffee shops, are subject to a comprehensive suite of requirements to minimise fire risk. These requirements include measures to reduce the risk of a fire from cooking-related activities as well as to ensure the safety of people in the coffee shop in the event of a fire.
To ensure Fire Code compliance, the Singapore Civil Defence Force (SCDF) also conducts enforcement checks on food and beverage establishments. These include both scheduled visits and unannounced inspections based on public feedback. These inspections complement the annual fire safety checks conducted at coffee shops by the Housing and Development Board (HDB), as well as other regulations imposed as part of the HDB's licensing conditions.
These fire safety measures and enforcement checks remain adequate. The number of fires at coffee shops in HDB blocks has remained largely constant between 2021 and 2025, ranging from 15 to 19 cases annually. This translates to under 1% of the total fire incidents per annum. Nonetheless, SCDF will continue to monitor fire trends involving HDB coffee shops and work with related agencies, such as HDB and the National Environment Agency, to take the appropriate intervention measures if required.
Nevertheless, it is important that we remain vigilant and mitigate fire risks as best we can. We urge all stall operators to uphold good fire safety practices and do their part to keep our community safe.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Response to Rise in Prevalence of Preventive and Chronic Illness Cases Seen by Family Doctors and Small Clinics","subTitle":null,"sectionType":"WANA","content":"79 Mr Pritam Singh asked the Coordinating Minister for Social Policies and Minister for Health what is the Ministry's assessment and response to the reported rise in the prevalence of preventive and chronic illness cases seen by family doctors and small clinics, and concerns about the ability of such practitioners to cope with this workload.
Mr Ong Ye Kung: My response will also address a similar question raised by Mr Dennis Tan for a subsequent Sitting. If the question has been satisfactorily answered, the Member may wish to withdraw the question after the sitting.
As Singapore ages, the prevalence of chronic diseases rises. To manage this, we need to leverage our entire medical talent pool. Today, general practitioners (GPs) attend to the great majority of acute outpatient cases, such as cough and cold, while polyclinics shouldered close to half of the chronic disease cases. We should address this imbalance. GPs, given their strong presence in the community and relationships with patients, can contribute a lot more to population health, including preventive care and chronic disease management.
This is one of the key objectives of Healthier SG. Having implemented the national programme for a few years, the Ministry of Health (MOH) recently included new Chronic Disease Management Programme (CDMP) conditions in the Healthier SG protocols, so that more chronic disease patients can benefit from the support of their GPs. As the nature of chronic disease management work is different from acute cases, GPs are remunerated through annual service fees disbursed by MOH. Last year, MOH disbursed a total of $350 million to the GP sector, for their services to population health and chronic disease management.
GPs are not left to manage the increased workload on their own. All Healthier SG GP clinics are part of primary care networks (PCN), which they can rely on support from care coordinators and implement shared services. Eligible Healthier SG GP clinics also receive information technology enablement grants to defray the cost of clinic management systems. Healthier SG GP clinics may also refer their enrolled patients to Active Ageing Centres and Community Health Posts to fulfill their social prescriptions and for subsidised services, such as medication management.
MOH also encourages family doctors to complete either the Graduate Diploma in Family Medicine (GDFM) or the Master of Medicine (Family Medicine) (MMed (FM)) programmes to attain higher clinical competencies and greater confidence in managing more complex chronic conditions and coordinating care. In 2025, Family Medicine was recognised as a specialty, partly in recognition of the critical role family physicians can play in managing patients with complex chronic conditions in the community.
Based on current trends in recruitment and attrition, we expect the healthcare workforce, including family doctors, nurses and care coordinators, to increase by 20% by 2030. MOH closely monitors the primary care caseload and regularly reviews our medium- to long-term manpower plans to ensure adequacy.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Requiring Cooked Food Stallholders to Undergo Basic Fire Safety Training before Licensing","subTitle":null,"sectionType":"WANA","content":"81 Ms Sylvia Lim asked the Minister for Sustainability and the Environment whether stallholders selling cooked food should be required to undergo basic fire safety training before being licensed.
Ms Grace Fu Hai Yien: The National Environment Agency partners with the Singapore Civil Defence Force and the National Fire and Emergency Preparedness Council to regularly engage and educate stall operators in hawker centres, including cooked food stallholders, on how to prevent and respond to fire emergencies.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Non-usage of In-flat Refuse Chutes and Increased Disposal of Waste at Common Collection Points Leading to Overflowing Bins and Hygiene or Pest Issues","subTitle":null,"sectionType":"WANA","content":"82 Ms Diana Pang Li Yen asked the Minister for National Development (a) whether HDB has recently received feedback that some residents no longer use their in-flat refuse chutes and instead dispose of waste at common collection points; (b) if so, whether this has caused overflowing bins, hygiene issues, or pest infestations in older estates; and (c) whether more accessible refuse-disposal options at common areas can be considered under the Home Improvement Programme (HIP) or other upgrading programmes.
Mr Chee Hong Tat: The Housing and Development Board (HDB) has not received such feedback from residents. HDB's assessment is that existing refuse disposal facilities, including the in-flat refuse chutes, are sufficient to meet the needs of residents and it is not necessary to spend public funds to include additional refuse disposal options.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Monitoring Public Cleaning Contractors for Compliance With Cleaning Frequency and Standards","subTitle":null,"sectionType":"WANA","content":"83 Mr Edward Chia Bing Hui asked the Minister for Sustainability and the Environment (a) how does NEA monitor public cleaning contractors for compliance with contractual cleaning frequency and standards; (b) whether cleaning quality and outcomes are systematically assessed in addition to schedule compliance; and (c) what enforcement or corrective actions are taken for non-compliance.
Ms Grace Fu Hai Yien: The National Environment Agency (NEA) monitors public cleaning contractors through regular physical audits and remote monitoring, complemented by video analytics. NEA also regularly assesses the cleaning quality and outcomes of public cleaning contractors. The cleaning frequency of public areas may be adjusted to account for the cleaning needs of individual areas and the time of year, in order to achieve the desired cleanliness outcomes. Where non-compliance or service lapses are identified, the cleaning contractors will be issued default points that translate into financial penalties.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Public Health Innovation Challenges or Behavioural Interventions to Reduce Second-hand Smoke Exposure in Residential Estates","subTitle":null,"sectionType":"WANA","content":"84 Mr David Hoe asked the Minister for Sustainability and the Environment in light of health risks posed by second-hand smoke, whether the Ministry and the Health Promotion Board can consider working with MOH, HDB and Town Councils to pilot public-health innovation challenges or behavioural interventions to reduce second-hand smoke exposure in residential estates, including smoke-free home pledges, cessation nudges, hackathons and community-designed solutions targeted at households with children, seniors, or vulnerable residents.
Ms Grace Fu Hai Yien: The Government takes a multi-pronged approach to address the disamenities from second-hand tobacco smoke.
The National Environment Agency (NEA) works with Government agencies, Town Councils and community leaders to promote considerate behaviour and strengthen social norms. This includes putting up posters or reminders in residential estates and issuing advisories to surrounding residential units where feedback on second-hand tobacco smoke is received. These advisories encourage smokers to be considerate to their family members and neighbours, and direct smokers to smoking cessation resources produced by the Health Promotion Board. Where there is smoking in restricted areas of residential blocks, NEA will also take necessary enforcement actions.
We will continue to encourage community-driven efforts to promote considerate behaviour and work with relevant agencies and stakeholders on appropriate approaches to reduce the public's exposure to second-hand tobacco smoke.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Amount of Food Waste Disposed of in 2025 and Overall Food Waste Recycling Rate","subTitle":null,"sectionType":"WANA","content":"85 Ms Poh Li San asked the Minister for Sustainability and the Environment (a) what is the total amount of food waste disposed of in 2025 and what is the overall food waste recycling rate; and (b) of the food waste generated (i) what was the estimated proportion that was rescued and redistributed (ii) what proportion was valorised through treatment processes and (iii) what proportion was incinerated.
Ms Grace Fu Hai Yien: Of the 790,000 tonnes of food waste generated in 2025, 18% was recycled, while the remaining 82% was disposed of and incinerated. Food that is rescued or redistributed is not reflected in our food waste statistics.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Incorporating Staff Training Requirements, Enhanced Incident Reporting and Housing and Safety Requirements in Review of Pet Sector Regulatory Framework","subTitle":null,"sectionType":"WANA","content":"86 Ms Nadia Ahmad Samdin asked the Minister for National Development whether the ongoing review of the regulatory framework for pet sector activities, such as pet boarding, and grooming operators includes (i) strengthening of staff training standards (ii) enhancement of incident reporting protocols and (iii) baseline requirements for housing, ventilation and safety.
Mr Chee Hong Tat: The National Parks Board (NParks) is reviewing both the Animals and Birds Act and the Code of Animal Welfare (COAW). The former will include pet sector businesses and the latter will include and start with pet groomers.
The COAW sets out minimum standards and best practices for animal housing, management and care for the pet industry, including pet boarding and grooming businesses. Commercial pet boarders must also comply with licensing conditions. Relevant staff must attend mandatory training and comply with incident management and husbandry requirements.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Assessments Leading to Replacement of Mature Khaya and Sea Apple Trees in Public Spaces","subTitle":null,"sectionType":"WANA","content":"87 Ms Lee Hui Ying asked the Minister for National Development (a) how assessments are conducted prior to the replacement of mature Khaya and sea apple trees in public spaces, including whether such assessments are carried out by a single arborist or a panel of experts; (b) whether the Ministry will consider making tree assessment reports public; and (c) how the timber from such trees is repurposed following removal.
Mr Chee Hong Tat: The National Parks Board (NParks) has a rigorous tree inspection and maintenance regime that is aligned with the best practices of the International Society of Arboriculture. Prior to the replacement of Khaya and sea apple trees in public spaces for safety reasons, assessments are conducted to evaluate factors that may compromise tree stability and public safety, such as the presence of basal rot or constraints to root growth arising from limited growing space. In line with industry practice, all assessments are conducted by a certified arborist, who may seek a second professional opinion from a more senior arborist as needed.
The tree assessment reports are private documents commissioned by the tree owners.
In NParks-managed areas, horticultural waste generated from landscape operations is recycled as mulch for use in landscapes, which helps to suppress weeds, retain soil moisture and provide nutrients for trees and plants. Some wood waste is also used by biomass plants to generate energy that feeds into the electrical grid. In addition, timber from removed trees may be repurposed into park furniture, footpath elements and play features in Nature Playgardens.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Assessing Fundraising Burden on Smaller Non-Government-funded Social Service Agencies","subTitle":null,"sectionType":"WANA","content":"88 Ms Elysa Chen asked the Minister for Social and Family Development (a) whether the Ministry has assessed the fundraising burden on smaller Social Service Agencies that are not Ministry of Social and Family Development-funded but must raise additional charitable donations each year to keep pace with National Council of Social Service salary guideline increases; and (b) whether any co-funding or transitional support mechanism will be introduced for these organisations.
Mr Masagos Zulkifli B M M: The Skills and Salary Guidelines published by the National Council of Social Service (NCSS) guides social service agencies (SSAs) to pay their employees fair and competitive remuneration and maintain the sector's attractiveness. The Guidelines are adjusted so that salaries remain competitive with comparable roles in competing markets.
SSAs can tap on the Community Capability Trust (CCT) fund to build organisation capabilities that strengthen donation support to their organisation, including areas of financial sustainability strategy, communication and partnership planning, and their compensation and performance management practices. NCSS has also developed a playbook that provides a comprehensive guide on how SSAs can build fundraising capabilities.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Staff Turnover at Social Service Agencies Not Complying with NCSS Salary Guidelines and Measures to Ensure Service Continuity for Clients","subTitle":null,"sectionType":"WANA","content":"89 Ms Elysa Chen asked the Minister for Social and Family Development (a) whether the Ministry has assessed if Social Service Agencies not complying with the National Council of Social Service salary guidelines experience higher staff turnover; and (b) if so, what measures are in place to ensure service continuity and quality of care for vulnerable clients served by these agencies.
Mr Masagos Zulkifli B M M: Staff turnover rates vary across social service agencies (SSAs). An individual's decision to leave an organisation is influenced by a myriad of factors, of which pay is only one.
The Skills and Salary Guidelines published by the National Council of Social Service guides SSAs to pay their employees fair and competitive remuneration, relative to wider market conditions, so as to maintain the sector's attractiveness.
Regardless of the current state of turnover, it is a good practice for all SSAs to have proper transition processes in place to ensure service continuity for clients.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Strengthening Recruitment and Retention of Male Teachers, and Effect of Teacher Gender Diversity on Student Development","subTitle":null,"sectionType":"WANA","content":"90 Ms He Ting Ru asked the Minister for Education (a) what measures, if any, have been taken to strengthen the recruitment and retention of male teachers in primary schools; (b) whether the Ministry has assessed the impact of teacher gender diversity on student development and school environment; and (c) if so, whether the Ministry's findings can be shared.
Mr Desmond Lee: The Ministry recruits and assesses applicants based on merit and suitability for the teaching profession, regardless of gender. We look for individuals with a passion for teaching, a belief in the potential of every child, and who possess the values and character to make a positive difference in students' lives.
There are no specific measures targeted at recruiting or retaining male teachers in primary schools nor have we assessed the impact of teacher gender diversity on student development or school environment.
What matters most is the quality of teaching and care for students, and our teachers' ability to nurture every child holistically.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Reports of Harmful Supervisory Conduct by School Leaders","subTitle":null,"sectionType":"WANA","content":"91 Dr Wan Rizal asked the Minister for Education (a) how many reports of harmful supervisory conduct by school leaders were received in the past three years; and (b) whether the Ministry has assessed if teachers feel safe using these channels without fear of impact on their appraisal or career progression.
Mr Desmond Lee: My response covers both questions raised by Dr Wan Rizal on channels available for teachers to report harmful conduct by school leaders. [Please refer to \"Adequacy and Safety of Whistleblowing Channels for Teachers on School Leader Misconduct, Safeguards Against Repercussions and Reporting Data in Past Three Years\", Official Report, 7 July 2026, Vol 96, Issue 32, Written Answers to Questions section.]
Staff have multiple channels to provide feedback, raise workplace concerns and report any harmful or wrongful practices, including those involving supervisors or school leaders. These channels include \"Let Us Listen\" on the Ministry of Education's (MOE's) Intranet; \"Contact human resource (HR)\" via MOE's HR Online portal; or direct reporting to MOE Headquarters, including to the Permanent Secretary or HR Director. Staff may also approach their supervisors, school leaders or unions.
MOE takes such reports seriously and information shared will remain strictly confidential. Officers who report in good faith will not be penalised, if the allegation is not substantiated after investigation. It will also not affect their appraisal, posting and career progression.
Over the past three years, the number of reports concerning school leaders has remained low. MOE regularly gathers staff feedback through engagement platforms, such as dialogue sessions and employee engagement surveys. These surveys are voluntary and anonymous, and we continue to see strong participation from staff. MOE closely monitors feedback from such channels and takes prompt action to address the concerns if needed.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Exceptions to Cancer Drug Lists for Patients with Rare Cancers","subTitle":null,"sectionType":"WANA","content":"93 Mr Christopher de Souza asked the Coordinating Minister for Social Policies and Minister for Health whether the Ministry will consider introducing greater flexibility or case-by-case exceptions under the Cancer Drug List (CDL) for patients with rare cancers who require clinically effective but non-CDL drugs, particularly where treatment costs remain exceptionally high despite insurance coverage.
Mr Ong Ye Kung: The Ministry of Health will provide a combined reply to this Parliamentary Question (PQ), together with other PQs, which have been filed on this topic, at the next available opportunity.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"SCDF's Procedures for Verifying Identity of Patients Prior to Conveying Them to Hospitals","subTitle":null,"sectionType":"WANA","content":"94 Mr Gerald Giam Yean Song asked the Coordinating Minister for National Security and Minister for Home Affairs (a) what are the standard operating procedures for Singapore Civil Defence Force emergency medical services personnel regarding identity verification of patients prior to hospital conveyance; (b) how the Ministry monitors and enforces compliance with the policy that patient care takes priority over administrative procedures; and (c) whether administrative documentation checks can be completely deferred during attendance to life-threatening medical emergencies.
Mr K Shanmugam: Patient identification enables access to crucial information, such as medical history and drug allergies, which can facilitate prompt and effective medical interventions, including in life-threatening medical emergencies. That said, in all emergencies, the Singapore Civil Defence Force (SCDF) paramedics are trained to prioritise patient care and hospital conveyance, and to exercise flexibility with regard to procedural requirements.
SCDF reinforces this through the formal certification and refresher training of its emergency medical personnel. To ensure accountability and adherence to operational standards, SCDF conducts regular audits, reviews body-worn camera footage and investigates all feedback received. While this training is standard across all SCDF paramedics, there was a recent case in which a paramedic had informed a patient's family member that formal identification was required before the patient could be conveyed to hospital. Following this incident, SCDF has reiterated to all paramedics that patient care and timely hospital conveyance must always take precedence over administrative procedures.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Duration of Supervision, Penalties and Rehabilitation Help under New Surrender Regime for First-time Drug Abusers","subTitle":null,"sectionType":"WANA","content":"95 Mr Yip Hon Weng asked the Coordinating Minister for National Security and Minister for Home Affairs regarding the new surrender regime for first-time drug abusers (a) what is the duration of supervision and case management; (b) what penalties and rehabilitation apply upon relapse; and (c) whether first-time abusers reported by family members can also bypass detention in drug rehabilitation centres (DRC), so families are encouraged to seek help for their loved ones.
Mr K Shanmugam: Under the revised surrender regime which took effect from 16 May 2026, first-time drug abusers who surrender to the Central Narcotics Bureau (CNB) will be placed on community-based supervision and compulsory case management for a period of up to five years.
If these abusers relapse thereafter, they will be placed on an appropriate regime, which may include institutional rehabilitation at the Drug Rehabilitation Centre (DRC). At DRC, abusers will undergo intervention programmes tailored to their rehabilitation needs, such as psychology-based interventions targeting drug use habits and family programmes that equip them with relationship skills.
The revised surrender regime will only apply to abusers who physically surrender at a CNB office or Police station. They must also not be wanted by the authorities, be under investigations, be on bail, serving an on-going Court sentence or placed under supervision under any prevailing laws. Family members who wish for a loved one to receive treatment and rehabilitation under the revised surrender regime should encourage the abuser to voluntarily present himself or herself to CNB.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Criteria for Assessing Fitness of Elderly Individuals to Retain Driving Licences","subTitle":null,"sectionType":"WANA","content":"97 Mr Darryl David asked the Coordinating Minister for National Security and Minister for Home Affairs (a) whether the Ministry has established any criteria for medical practitioners to assess the fitness of elderly individuals to retain their driving licences under the \"Fitness To Drive\" medical examination assessment; (b) if not, who determines these criteria; and (c) what is the frequency of review for these criteria.
Mr K Shanmugam: The Road Traffic (Motor Vehicles, Driving Licence) Rules under the Road Traffic Act set out the scope of the medical assessment required for motorists aged 65 and above who wish to retain their driving licences. The three-yearly assessment covers the motorist's past medical history, vision, hearing, movement and physical or mental abnormalities. A Singapore-registered medical practitioner conducts the assessment using the medical examination checklist developed by the Traffic Police (TP) based on the Singapore Medical Association's (SMA's) \"Fitness to Drive\" guidelines.
TP monitors the road traffic situation closely for new risk factors and, as and when necessary, consults stakeholders, including SMA, to ensure that the criteria remain adequate.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Frequency of Kidney Panel Screenings for Patients Who Show Rapid Decline in Renal Function","subTitle":null,"sectionType":"WANA","content":"98 Mr Gerald Giam Yean Song asked the Coordinating Minister for Social Policies and Minister for Health (a) whether polyclinics have procedures in place to expeditiously refer diabetic patients to a nephrologist after their estimated glomerular filtration rate first falls below 60 ml/min/1.73m²; and (b) whether the Ministry will consider increasing the frequency of kidney panel screenings for patients who show a rapid decline in renal function within Stage 3.
Mr Ong Ye Kung: A decrease in estimated glomerular filtration rate in patients with diabetes can be due to multiple reasons. Doctors will first investigate the underlying cause before determining whether the patient should be referred to a specialist. Some causes are reversible and cause transient reduction in renal function. They do not need a referral for specialist review once these causes are corrected. Where clinically indicated, clinical practice guidelines and protocols guide doctors to make urgent referrals to a specialist.
The frequency of kidney panel screenings is dependent on an individual patient's medical profile and rate of decline in renal function. Patients at higher risk of deterioration or complications are monitored more closely.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Protection Order Applications by Public Service Workers and Amending Legislation for Employers to Apply for Such Orders for Public Service Workers","subTitle":null,"sectionType":"WANA","content":"99 Ms Kuah Boon Theng asked the Minister for Law (a) since the enactment of the Protection from Harassment Act 2014 (POHA), how many public service workers have applied for a protection order (PO) under POHA, arising from abuse or harassment received in the course of their duties; and (b) how many police reports were filed by or on behalf of such public service workers over the same period of time.
100 Ms Kuah Boon Theng asked the Minister for Law whether the Ministry would consider amending the Protection from Harassment Act 2014 to allow employers of public service workers to apply for protection orders on behalf of their employees, rather than requiring the individual public service workers to do so on their own.
Mr Edwin Tong Chun Fai: Let me first emphasise that abuse and harassment of public servants and public service workers in the course of their duties is unacceptable. The Government takes such conduct seriously and agencies are committed to protecting and supporting affected officers.
On the statistics sought by the Member: (a) out of a total of almost 2,000 Protection Order (PO) applications filed from 2023 to 2025, based on individual pre-filing declarations, around 2% involved public servants or public service workers applying for a PO arising from abuse or harassment received in the course of their duties; (b) in relation to Police reports concerning potential criminal offences under section 6 of the Protection from Harassment Act 2014 (POHA), from 2021 to 2025, there was an average of around 720 cases of harassment against public servants or public service workers reported annually.
Public sector employers are committed to providing a safe workplace and supporting all officers. Agencies have reporting and escalation channels, provide welfare and counselling support and, where appropriate, assist officers in making police reports.
Where criminal offences are disclosed, offenders may be investigated and prosecuted. Under POHA, those who harass public servants or public service workers in the course of their duties may be subject to criminal liability, punishable by a fine of up to $5,000 and/or imprisonment of up to 12 months.
Separately, victims may seek civil remedies under POHA. These include POs to prohibit further harassment, as well as claims for monetary damages.
For online abuse, the Online Safety (Relief and Accountability) Act now provides an additional avenue for public servants and public service workers to seek relief by reporting the matter to the Commissioner of Online Safety, who can direct the cessation of the harm. Victims may also authorise others, including their employers, to make such reports to the Online Safety Commission on their behalf.
The Member has suggested allowing employers to apply for POs on behalf of public service workers. We are indeed looking into whether employers can be allowed to apply for POs on behalf of their employees. We see the attractiveness of such an approach, particularly where employees may be reluctant to commence the proceedings themselves, because of time, costs or reluctance to engage with the harasser directly.
At the same time, POs are remedies intended to protect an individual's personal interests. It is, therefore, generally for the individuals concerned to decide whether to commence proceedings. Any proposal to allow employers to do so raises broader questions about consent, autonomy and how such proceedings should be conducted.
We will study these issues carefully in consultation with the relevant stakeholders.
The Government will continue to review our laws and processes so that they remain effective and appropriately calibrated to protect our officers who serve the public.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"EV Mobile Charging Trials' Findings on Usage Patterns, Number of Users, and Technical and Operational Requirements","subTitle":null,"sectionType":"WANA","content":"101 Mr Ng Shi Xuan asked the Acting Minister for Transport whether the Ministry can provide an update on the electric vehicle (EV) mobile charging systems sandbox trials, including (i) whether there are any preliminary findings on the usage patterns for such charging services, and technical and operational requirements of such technologies and (ii) whether there are plans to increase the number of participants in such trials.
Mr Jeffrey Siow: The ongoing electric vehicle (EV) mobile charging systems sandbox trials will complete by 2Q 2028. The Land Transport Authority will analyse the usage patterns at the end of the trials.
Companies interested to trial new charging technologies can still apply to participate in the regulatory sandboxes. EV users interested in participating in the use of such mobile chargers can reach out to these companies directly.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Authorities Responsible for Enforcing Active Mobility Act in Use of Public Paths","subTitle":null,"sectionType":"WANA","content":"102 Mr Ng Shi Xuan asked the Acting Minister for Transport (a) whether the Land Transport Authority (LTA) is the sole authority responsible for enforcing the Active Mobility Act 2017 in relation to public paths, including public paths not constructed, owned or maintained by LTA; and (b) if not, what are the other agencies responsible for enforcement.
Mr Jeffrey Siow: The Land Transport Authority (LTA) is the primary agency responsible for enforcing Active Mobility Act (AMA) offences on public paths, which comprise footpaths, shared paths and pedestrian-only paths. National Parks Board (NParks) officers are authorised by LTA to enforce AMA offences within NParks-managed parks and park connectors. Within Housing and Development Board estates, LTA may enforce AMA offences on public paths and Town Councils may also apply their by-laws relating to common property or public safety where active mobility devices are involved.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Capping of Early Termination Fees Imposed by Telecom Operators on Consumers","subTitle":null,"sectionType":"WANA","content":"104 Ms Yeo Wan Ling asked the Minister for Digital Development and Information (a) whether the Ministry has data on the number of times early termination fees were imposed by telecom operators on consumers in each of the past five years; (b) if so, what is the number; and (c) whether the Ministry will consider capping such fees to prevent excessive accumulation of charges where consumers are unable to pay.
Mrs Josephine Teo: The Ministry of Digital Development and Information (MDDI) and Infocomm Media Development Authority (IMDA) do not collect data on the number of times early termination charges (ETCs) are imposed by telecommunication operators on individual consumers.
IMDA has in place safeguards to prevent unreasonable ETCs, which are captured in the Telecom Competition Code and advisory guidelines. First, contract periods cannot be longer than 24 months. Second, any ETC charged must be reasonably proportionate to any discounts given and to the amount of time remaining on the contract. This effectively caps the ETC. Third, telecommunication companies must inform consumers of any applicable ETC upfront before subscription or upon renewal, and to obtain express written acknowledgement that consumers have understood these charges. IMDA will continue to monitor market developments and take enforcement action where operators are found to be in breach of these requirements.
Given the many telecommunication service offerings available in the market for consumers, including no-contract SIM-only plans, consumers can choose the services that best meet their needs.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Growth in Labour Productivity and Total Factor Productivity, and Implication for Wage Growth","subTitle":null,"sectionType":"WANA","content":"105 Mr Melvin Yong Yik Chye asked the Minister for Manpower (a) how labour productivity and Total Factor Productivity have grown across the economy over the past five years; (b) what factors have contributed to recent changes to Total Factor Productivity; and (c) how productivity and profitability growth have contributed to real wage growth for workers.
Dr Tan See Leng: From 2020 to 2025, Singapore's labour productivity, measured by real value-added per actual hour worked and real value-added per worker, grew by 2.6% per annum and 3.0% per annum respectively. Over the same period, total factor productivity (TFP) grew by 2.4% per annum.
TFP growth in the past five years has been supported by continued business transformation, workforce upskilling and reskilling, and Government investments in research and development through the Research, Innovation and Enterprise Plan, alongside initiatives promoting digitalisation and artificial intelligence adoption. Our foreign workforce strategy also enables this. We continue to remain globally connected and open to talent that can complement our skilled local workforce, while reducing reliance on foreign labour where there is scope to raise productivity. These efforts have strengthened firms' productivity and competitiveness. The proportion of profitable establishments rose from 62.8% in 2020 to 83.1% in 2025.
From 2020 to 2025, real median income of full-time employed residents grew 1.6% per annum, broadly in tandem with productivity gains, suggesting wage growth has been sustainable and underpinned by improvements in underlying economic productivity.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Data on Persons Who Have Unknowingly Received Funds from Bank Accounts Linked To Money-laundering Activities and Actions to Freeze Their Accounts","subTitle":null,"sectionType":"WANA","content":"106 Ms Diana Pang Li Yen asked the Coordinating Minister for National Security and Minister for Home Affairs (a) whether the Ministry collects data on (i) the number of persons who unknowingly receive funds from bank accounts linked to suspected money-laundering activities and subsequently have their own accounts frozen, and (ii) the average time taken by financial institutions to complete investigations and unfreeze such accounts; and (b) if so, what is the data for each of the past five years.
Mr K Shanmugam: Bank accounts are frozen when there is reason to suspect that the bank accounts are involved in illicit activities, including money laundering activities. These bank accounts would be unfrozen when they are subsequently found not to be involved in criminal activity and are no longer required for the purposes of investigation, trial or other Court proceedings. The Government neither tracks the number of bank account owners who may have received the funds unknowingly, nor the time taken to unfreeze such bank accounts. However, the Member may refer to Singapore Police Force's (SPF's) annual scams and cybercrimes brief published on the SPF's website for the number of bank accounts suspected to be involved in the laundering of scams proceeds which the SPF has frozen each year.
Affected individuals can apply to the Court to access their bank accounts for legitimate purposes, such as basic living expenses or other essential spending.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Addressing Gaps in Career Guidance, Mentorship and Development of Professional Networks That Were Identified in Recent Study on Inter-generational Mobility within Malay Community","subTitle":null,"sectionType":"WANA","content":"107 Dr Wan Rizal asked the Acting Minister-in-charge of Muslim Affairs how can agencies, such as Yayasan MENDAKI, the Association of Muslim Professionals and other community partners, collaborate to address barriers identified by the Centre for Research on Islamic and Malay Affairs (RIMA) in its study on intergenerational mobility within the Malay community, including information gaps, limited professional networks and access to guidance at key education and career transition points.
109 Mr Saktiandi Supaat asked the Acting Minister-in-charge of Muslim Affairs whether more structured partnerships with employers and industry groups are being developed to provide Malay/Muslim students with industry exposure and mentorship in growth sectors, given the findings of a recent study on inter-generational mobility within the Malay community conducted by the Centre for Research on Islamic and Malay Affairs (RIMA).
110 Dr Charlene Chen asked the Acting Minister-in-charge of Muslim Affairs in view of the findings from a study by the Centre for Research on Islamic and Malay Affairs that the Malay community appears under-represented in the financial, insurance and professional services industries, what is being done to strengthen pathways into these industries for Malay students and young professionals.
111 Ms Yeo Wan Ling asked the Acting Minister-in-charge of Muslim Affairs how the Government and its community partners are strengthening mentorship, professional networks and workplace exposure for Malay/Muslim youths, who may not have such networks through family or personal contacts, as suggested by the recent findings of the Centre for Research on Islamic and Malay Affairs (RIMA) study on intergenerational mobility within the Malay community in Singapore.
Assoc Prof Dr Muhammad Faishal Ibrahim: The Government is committed to uplifting Singaporeans of all backgrounds. To achieve this, we work closely with educational institutions, community organisations and industry partners to strengthen education and career pathways, and help our youths, graduates and young professionals maximise their potential and employability.
Career exposure and mentorship opportunities are indeed important to help youths explore their career aspirations. This is why the National Youth Council (NYC) has been working to provide job taster opportunities for youths, including our Malay/Muslim youths, to complement the internships and career guidance provided in schools. Last year, NYC worked with about 35 corporate partners, youth sector organisations and public sector agencies to offer some 11,000 job taster opportunities. Since 2022, NYC has also created over 20,000 mentoring opportunities through the Mentoring SG movement.
For the Malay/Muslim community, the Government works closely with MENDAKI, the community's self-help group, as well as other Malay/Muslim Organisations. For example, the M3 agencies are working together to build a more artificial intelligence (AI)-confident Malay/Muslim community through the Langkah Digital initiative. Launched by Minister of State Rahayu Mahzam earlier this year, it seeks to equip the Malay/Muslim community with practical digital and AI skills. The Islamic Religious Council of Singapore and People's Association's Malay Activity Executive Committees Council also deliver AI training courses and programmes at mosques and community touchpoints.
MENDAKI has also established Professional Networks, with over 1,000 members across 13 sectors, including in growth sectors, such as banking and finance, legal, sustainability and technology. Similarly, the Association of Muslim Professionals has set up a Muslim Professionals Collective to grow professional networks across sectors, such as cybersecurity, engineering and entrepreneurship. Such initiatives help students and young professionals deepen their awareness of emerging sectors and growth industries and connect them with industry practitioners and mentors to secure internship opportunities and facilitate job referrals.
We are heartened that our unions, institutes of higher learning and industry partners have come forward to support MENDAKI's efforts. For example, National Trades Union Congress' Employment and Employability Institute, the Singapore University of Technology and Design and Nanyang Polytechnic have signed memorandums of understanding with MENDAKI to boost AI readiness and employability of Malay/Muslim students and adult learners, by offering them career advisory services, skills development and upgrading opportunities, as well as job attachments. Bitdeer, a global tech company, has also partnered MENDAKI to offer scholarships at our local universities for aspiring Malay/Muslim students to gain early industry exposure.
Under the M3+ Focus Area 4 on Employment and Employability, Government agencies will continue to work closely with MENDAKI and community partners to equip our Malay/Muslim youths and workers with the skills, exposure and networks to seize growth opportunities in an ever-changing economy. I have asked my fellow Parliamentary colleagues, Dr Wan Rizal and Mr Saktiandi Supaat, to co-chair the Committee for Economic Resilience, or Jawatankuasa Daya Ekonomi. The Committee brings together a diverse group of Malay/Muslim professionals and representatives across different sectors. The Committee will engage different segments of the Malay/Muslim community, including businesses and workers, to hear their views and develop ideas on how the Malay/Muslim community can benefit from our economic transformation strategies.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Proportion of Students from Lowest Household Income Tier Progressing to University","subTitle":null,"sectionType":"WANA","content":"112 Ms Eileen Chong Pei Shan asked the Minister for Education (a) for each cohort over the past decade, what proportion of students from the lowest household income tier progressed to university studies compared to the overall cohort; and (b) whether the progression rate differs by ethnicity within the same income tier.
Mr Desmond Lee: Among those who entered primary school in 2008, 23% of students from the lowest 20% by socio-economic status (SES), which takes into account parents' education level and housing type, had progressed to publicly-funded full-time degree programmes by the age of 24 (in 2025). This is compared to the progression rate of 15% from a decade ago for the same SES tier. Similarly, progression for the overall cohort had increased to 42%, compared to 28% from a decade ago.
The improvement in progression to publicly-funded full-time degree programmes by the age of 24 is seen across all ethnicities for all SES.
The figures do not include students who pursue non-publicly funded university programmes, part-time degree programmes and those who worked for some time and progressed to publicly-funded programmes after the age of 24. Besides attending university, there are also other upgrading pathways.
The Ministry of Education will continue to help students from different backgrounds access opportunities. This includes providing financial support for students from lower-income households so that financial barriers do not impede their educational aspirations and progression; and working with other agencies to expand mentoring opportunities to support students to navigate transitions through education and work more confidently.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Ratio of Male to Female Preschool Teachers and Oversight of Preschools' Rules for Conduct of Male Teachers","subTitle":null,"sectionType":"WANA","content":"113 Ms He Ting Ru asked the Minister for Social and Family Development (a) for each of the last five years, what is the ratio of male preschool teachers to female counterparts; (b) whether the Ministry has issued guidelines on the rules set by preschool centres specific to the conduct of male preschool teachers; and (c) if so, what are these guidelines.
Mr Masagos Zulkifli B M M: Male preschool educators comprised about 1% of the early childhood workforce in each of the last five years.
The Early Childhood Development Agency (ECDA) has not issued guidelines pertaining to the rules set by preschool centres specific to the conduct of male preschool educators. All staff, regardless of gender, must abide by ECDA's stipulated protocols to ensure appropriate child management practices when interacting with or caring for infants and children in a preschool.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Incidence of IRAS Invoking Its Anti-avoidance Powers under Income Tax Act","subTitle":null,"sectionType":"WANA","content":"114 Mr Abdul Muhaimin Abdul Malik asked the Prime Minister and Minister for Finance in each of the last five years (a) how many cases has IRAS invoked its anti-avoidance powers under the Income Tax Act; (b) how much additional tax was assessed in such cases and how much has been recovered; and (c) how many cases involved taxpayers extracting business profits as tax-exempt dividends and interest-free shareholder loans.
Mr Jeffrey Siow: From 2021 to 2025, Inland Revenue Authority of Singapore invoked its anti-avoidance powers on 124 occasions and assessed $49 million in additional tax. Thus far, $48 million has been recovered. All but one of the cases involved taxpayers extracting profits as tax-exempt dividends or interest-free shareholder loans.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Amount of Recovered and Reimbursed to Scam Victims Each Year Compared to Total Monies Lost","subTitle":null,"sectionType":"WANA","content":"115 Mr Pritam Singh asked the Coordinating Minister for National Security and Minister for Home Affairs what is the total amount of monies recovered and reimbursed to scam victims each year since the establishment of the Anti-Scam Command, compared to the total monies lost to scams of all variants for each year respectively.
Mr K Shanmugam: The Member may refer to the annual scam and cybercrime brief 2025 for figures on the total amount of scam losses and the total amount recovered each year.
The Government does not track the amount of scam proceeds returned to victims due to operational challenges. Seized proceeds could be co-mingled with other non-scam-related activities, such as cases involving unlicensed moneylending proceeds, and may not be directly correlated to crime committed in that same year.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Publicity Support for Music Artistes and Performers in Promoting Their Work","subTitle":null,"sectionType":"WANA","content":"116 Mr Darryl David asked the Acting Minister for Culture, Community and Youth whether the Government can provide an update on any new or upcoming media and publicity support available to help Singaporean music artistes and performers promote their work.
Mr David Neo: The National Arts Council (NAC) provides multiple platforms to help Singapore artists, including music artists, showcase and promote their work. Last year, NAC launched an Arts Advocacy Campaign, \"Life. Better with the Arts\", that profiled more than 80 artists and arts organisations. Its second year will feature new content partnerships to profile our artists.
This builds on Catch, a platform launched in 2023 to promote local arts and culture experiences. Catch provides arts groups with free event publicity and added reach through editorial and social media content.
NAC has also launched the I Play SG Music (IPSGM) to help the public discover homegrown artists in public spaces. Through partnerships with Singapore Mass Rapid Transit Corporation, local music is played across train stations and bus interchanges, and artists have been featured on high-visibility billboards at selected Mass Rapid Transit stations. To date, IPSGM has showcased over 200 local artists and has expanded to partners, including Marina Bay Sands and Changi Airport Group.
NAC also supports artists through schemes, like the Marketing and Audience Development Grant, which helps them market their work, build audiences and perform at international platforms and festivals.
The Ministry of Culture, Community and Youth and NAC will continue to work with artists and stakeholders to strengthen the visibility of Singapore music and cultivate wider audiences for our music artists and performers.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Tracking of Ballot Attempts in Booking of ActiveSG Facilities","subTitle":null,"sectionType":"WANA","content":"117 Mr Saktiandi Supaat asked the Acting Minister for Culture, Community and Youth (a) whether Sport Singapore tracks the number of consecutive unsuccessful ballot attempts by users seeking to book high-demand ActiveSG facilities; and (b) whether Sport Singapore will consider giving greater priority to applicants with repeated unsuccessful attempts to improve fairness and accessibility in the allocation of limited facility slots.
Mr David Neo: Sport Singapore is committed to ensuring that ActiveSG facilities remain accessible to all Singaporeans. Compared to 2023, the number of unique users securing ActiveSG facility bookings in 2025 has increased by about 60%. The current balloting system for high-demand facilities during peak hours is designed to give all Singaporeans a fair chance of securing their preferred facility slots. As such, the current system does not take into account users' previous ballot attempts.
Sport Singapore will continue to increase access to sporting facilities, including working with the Ministry of Education to increase the number of school sport facilities under the Dual-Use Scheme. We also announced earlier in March that we will build 50 multi-purpose courts for badminton or pickleball over the next five years.
There are currently no plans to adjust the existing balloting system. We will continue to monitor the booking patterns and review the booking algorithm when required. Should any future adjustments be made, Sport Singapore will ensure the system remains fair, accessible, transparent and operationally efficient.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Effect of Extension of Liquor Trading Hours in Boat Quay and Clarke Quay Area","subTitle":null,"sectionType":"WANA","content":"119 Mr Vikram Nair asked the Deputy Prime Minister and Minister for Trade and Industry (a) whether the extension of liquor trading hours in the Boat Quay and Clarke Quay area in the past one year has resulted in improved business for business owners; (b) whether there has been an increase in incidents of disorderly conduct; and (c) whether there are plans to ease liquor licensing rules further.
Mr Gan Kim Yong: The one-year pilot extension of liquor trading hours has seen strong interest from businesses. As of 31 May 2026, the Police have approved 88 applications for the extension of liquor trading hours from public entertainment outlets in these areas.
Local stakeholders have also responded positively and indicated that the pilot has supported their efforts to enhance vibrancy in Boat Quay and Clarke Quay. The law-and-order situation in the area has remained stable thus far. We will continue to monitor reception from the public, as well as responses from the industry and local stakeholders, and review the impact of the pilot, including whether to implement the extension of liquor trading hours on a longer-term basis.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Timeline for Installation of Bus Stops and Lifts at Overhead Bridges, and Launch of Feeder Bus Services at Punggol East, Rivervale Estate and Sengkang East Drive","subTitle":null,"sectionType":"WANA","content":"120 Mr Chua Kheng Wee Louis asked the Acting Minister for Transport (a) what is the timeline for the construction of the additional pair of bus stops at the Punggol East flyover and the installation of lifts at the overhead bridge; and (b) whether additional feeder bus services can be deployed in the Rivervale estate and from Sengkang East Drive to enhance connectivity to the new bus stops along the TPE.
Mr Jeffrey Siow: As earlier announced, the new bus stops, overhead bridges and lifts along the Tampines Expressway (TPE) will be completed between 2030 and 2032.
Once works are completed, more residents in the northern parts of Rivervale estate will be within a 10-minute walk from a bus stop along TPE. Residents can also take Service 86 to Jalan Kayu Flyover, to make a same-stop transfer to bus services plying TPE. There are no plans at the moment for additional feeder bus services to the new bus stops, but we will continue to review the situation over time.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Observed Effects on Crow Population following Shooting Operations","subTitle":null,"sectionType":"WANA","content":"121 Ms Lee Hui Ying asked the Minister for National Development (a) what has been the reduction in the crow population and incidents of attacks in Yishun following the crow shooting operations conducted in the past three months; and (b) whether there have been any observed effects on the local ecosystem or biodiversity as a result of these operations.
122 Mr Liang Eng Hwa asked the Minister for National Development (a) what are the preliminary results of the recent crow shooting operations in reducing the crow population so far; (b) whether the operations will be extended to more areas; and (c) what other habitat modification and dispersal measures will be employed to reduce the crow population in densely populated residential areas.
Mr Chee Hong Tat: The National Parks Board (NParks) resumed crow shooting operations in March 2026 across nine districts, including Yishun. These sites were prioritised based on several factors, including the volume and severity of public feedback on crow-related issues, as well as the technical feasibility of conducting shooting operations safely at each location.
As crow shooting operations have only recently resumed, NParks is assessing the outcomes and any potential impacts on the local ecosystem and biodiversity.
Crow shooting is one component of NParks' holistic pest bird management approach. It complements existing measures, such as population control through crow trapping, habitat modification and nest removal, as well as collaboration with agencies to strengthen food management practices. To further deter illegal wildlife feeding, the maximum penalties for wildlife feeding offences under section 5A(3) of the Wildlife Act were increased with effect from 1 July 2026.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Reports and Enforcement Actions Involving AI-generated Deepfake Content Impersonating Public Figures, Businesses or Government Agencies","subTitle":null,"sectionType":"WANA","content":"123 Mr Melvin Yong Yik Chye asked the Coordinating Minister for National Security and Minister for Home Affairs (a) how many reports involving AI-generated deepfake content impersonating public figures, businesses or Government agencies were received in the past two years; and (b) how many enforcement actions were taken in relation to such content.
Mr K Shanmugam: The Singapore Police Force does not track the requested data. Distinguishing artificial intelligence (AI)-generated content typically requires more detailed forensic examination which may not be necessary in every investigation and may also not be conclusive as to whether AI-generative tools were used.
That said, where there is a report relating to an impersonation scam, the Police will conduct investigations, including looking into digital forensic evidence, if deemed necessary. Should there be reasonable suspicion that the content is preparatory to or furthers the commission of scams, the Police can issue Directions under the Online Criminal Harms Act to online service providers to restrict Singapore users' access to such content, regardless of whether it was generated through AI.
124 Ms Hazlina Abdul Halim asked the Minister for Education (a) whether the Ministry will consider recognising inter-school tournaments organised by National Sports Associations as platforms equivalent or comparable to the National School Games, particularly for emerging sports where resources may be limited; and (b) what plans are in place to encourage or formalise such arrangements to better support student participation and sporting development.
Mr Desmond Lee: The Leadership, Enrichment, Achievement, Participation and Service (LEAPS) 2.0 is a framework for recognising student participation and achievement in secondary school co-curricular programmes. This framework already recognises student involvement in inter-school tournaments beyond the National School Games, including those organised by the National Sports Associations (NSAs).
The Ministry of Education (MOE) will continue to review if further enhancements should be made to such recognition arrangements.
In addition, we welcome NSAs to partner MOE in co-organising the National School Games. As the Acting Minister for Culture, Community and Youth had announced during the Ministry's Committee of Supply debate this year, MOE and the Ministry of Culture, Community and Youth will work with ready, able and willing NSAs to introduce more sports into the National School Games.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Retrenchment of Resident PMETs Aged 45 to 59 and Their Six-month Re-employment Rate","subTitle":null,"sectionType":"WANA","content":"127 Mr Abdul Muhaimin Abdul Malik asked the Minister for Manpower (a) for each of the past three years, what is the number of retrenched resident professionals, managers, executives, and technicians (PMET) aged 45 to 59 and their six-month re-employment rate; and (b) what proportion of this group qualifies for the SkillsFuture Jobseeker Support Scheme given that many within the group were in above the $5,000 income ceiling before retrenchment.
Dr Tan See Leng: In 2025, around 4,200 resident professionals, managers, executives and technicians (PMETs) aged 45 to 59 were retrenched, higher than 3,200 in 2024 and 3,500 in 2023. Their six-month re-entry rate remained stable at 48.5% in 2025, compared with 48.9% in 2024 and 50.1% in 2023.
The SkillsFuture Jobseeker Support scheme helps ease the immediate financial pressures of involuntarily unemployed individuals to rush into a new, potentially ill-fitting job. It is, therefore, targeted at lower- to middle-income individuals. Around 20% of retrenched resident PMETs aged 45 to 59 were eligible in 2023 and 2024. Data for the 2025 retrenched cohort is not yet available.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Data on Retrenchments by Sector and Occupation, and Re-employment Rate and Salaries for Residents Aged 50 to 59","subTitle":null,"sectionType":"WANA","content":"128 Ms Cassandra Lee asked the Minister for Manpower given the increase in retrenchment incidence among residents aged 50 to 59 in the first quarter of 2026 (a) whether the Ministry can provide a breakdown of retrenchments by sector and occupation; and (b) whether the Ministry tracks if older retrenched residents secure re-employment at comparable wages and seniority.
Dr Tan See Leng: In the first quarter of 2026, the profile of retrenched residents aged 50 to 59 was broadly similar to the profile of all retrenched residents, predominantly comprising professionals, managers, executives and technicians (PMETs) and were mainly from wholesale and retail trade, manufacturing, financial and insurance services and professional services.
Among residents aged 50 to 59, the rate of re-entry into employment six months after retrenchment was 51.8%, rising to 63.2% at the twelve-month mark. Among those who re-entered, around eight in 10 entered similar or higher-skilled occupations and more than half received similar or higher wages in their full-time roles.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Permitting Some Registered PayNow Retail Users to Adopt Nicknames as Display Names","subTitle":null,"sectionType":"WANA","content":"129 Ms Joan Pereira asked the Prime Minister and Minister for Finance whether the Government will consider working with the Association of Banks in Singapore to permit registered PayNow retail users to adopt nicknames for their display names on a case-by-case basis, especially where such users have names that may be easily guessed by scammers from the automated display names generated under PayNow’s new policy.
Mr Gan Kim Yong (for the Prime Minister): The Association of Banks in Singapore (ABS) discontinued the PayNow nickname feature as scammers had been exploiting the use of nicknames to impersonate legitimate entities and trusted individuals. Scammers would change the nicknames of accounts that they had obtained control over, to deceive victims to transfer funds into these accounts.
Allowing nicknames on a case-by-case basis undermines the purpose of the initiative, as PayNow participating institutions are unable to assess the legitimacy of such requests and may inadvertently approve nicknames that could later be used for impersonation scams.
ABS adopted the current name display format, following industry and consumer consultations, with the aim of providing payers sufficient information to transact with confidence while preserving a reasonable level of privacy for payees.
Monetary Authority of Singapore and ABS will continue to review feedback received for future improvements.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Measures to Protect Point-to-Point Drivers from Excessive Ride-hailing Platform Commissions","subTitle":null,"sectionType":"WANA","content":"130 Ms Yeo Wan Ling asked the Acting Minister for Transport in light of Indonesia's recent move to cap ride-hailing platform commissions at 8% (a) whether the Ministry will study the feasibility of a similar cap in Singapore; and (b) what measures exist to protect point-to-point drivers from excessive ride-hailing platform commissions and to ensure sustainable livelihoods for these drivers in a market with a dominant player.
Mr Jeffrey Siow: The point-to-point transport sector in Singapore is market-based, which allows the needs of both commuters and drivers to be met. We have no plans to regulate ride-hail platform commission rates or passenger fares. The best way to improve the livelihood of point-to-point drivers is to help them ensure that the market is open and contestable. The National Trades Union Congress, its affiliated associations and platform operators jointly developed a set of principles on fair earnings and safe incentive schemes for platform work in September 2025. These principles guide platform operators in setting fares and incentives, including ensuring fair earnings for drivers.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Duration of Assignment Posting for Unplaced Public Officers and Interim Arrangements Post-secondment in Past Five Years","subTitle":null,"sectionType":"WA","content":"1 Mr Abdul Muhaimin Abdul Malik asked the Prime Minister and Minister for Finance in each of the past five years (a) how many public officers were not placed in a confirmed substantive posting upon returning from secondment; (b) for these officers, what was the average time taken to confirm a substantive posting; and (c) whether they continued to receive full pay and benefits during the interim period.
Mr Chan Chun Sing: Secondments help to build up the range of competencies and work experiences of public officers to strengthen their longer-term employment relevance and resilience. The Public Service Division's guideline to agencies is to support public officers even while they are on secondment. This includes scheduling regular check-ins with the officer and jointly planning for their return to the parent agency or further secondment opportunities to another agency. This is to facilitate a smooth transition into their next jobs after secondment. In some instances, some officers may adjust their secondment period or choose to have a break until their preferred job opportunity is available – these options are available to the officer. The officer receives full pay and benefits if he or she is working. Pay and benefits will be suspended if the officer is on a break between jobs. The Public Service does not centrally track the specific data that is being requested.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Total and Average Additional Tax Paid by Working Mothers Following Change in Working Mother's Child Relief Framework for YA 2025 and YA 2026","subTitle":null,"sectionType":"WA","content":"2 Ms Diana Pang Li Yen asked the Prime Minister and Minister for Finance after changing the Working Mother's Child Relief (WCMR) from a percentage of earned income to a fixed-dollar relief from Year of Assessment (YA) 2025 and based on actual YA 2025 and YA 2026 data (a) what is the total additional tax paid by affected working mothers compared with the previous WMCR framework; and (b) what is the average additional tax paid per affected working mother.
Ms Indranee Rajah: Based on Year of Assessment (YA) 2025 data, about 9,500 working mothers claimed a lower amount of Working Mother's Child Relief (WCMR) under the fixed-dollar basis than they would have under the previous percentage-based basis, for children born or adopted on or after 1 January 2024. The difference in tax paid by these working mothers is about $7.5 million in total or about $800 per person on average.
The data for YA 2026 is not yet available.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Definitions, Frameworks and Policies Towards Retaining Essential Food Manufacturing Capabilities Locally","subTitle":null,"sectionType":"WA","content":"3 Mr Jackson Lam asked the Deputy Prime Minister and Minister for Trade and Industry (a) how Singapore defines which food manufacturing capabilities should remain locally; (b) whether there is a framework distinguishing location-sensitive versus mobile functions; and (c) how policy ensures long-term anchoring of non-production activities such as innovation and regulatory capability.
Mr Gan Kim Yong: Companies determine which food manufacturing capabilities to remain in Singapore based on commercial considerations. If they seek to invest in Singapore or develop new capabilities, our economic agencies will assess if they qualify for incentives, such as the Enterprise Development Grant, based on the scale and scope of the investments, as well as any specialised expertise or technology that will be introduced which will benefit Singapore and Singaporeans.
In addition, our economic agencies support food companies to undertake functions, such as research and development, product and process innovation, test-bedding and commercialisation of new products in Singapore that will add value to our economy.
To be attractive and competitive, we must continue to strengthen our connectivity to markets and supply chains in the region and globally. Our robust food safety regime also provides the trust and assurance that give our food companies added advantage in accessing overseas markets. In addition, Enterprise Singapore has developed sector-specific resources and infrastructure, such as the Food Manufacturing Industry Digital Plan, Food Manufacturing Sustainability Playbook and Centres of Innovation, to cater to the industry's specific needs.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Tracking Overseas Food and Beverage and Retail Business Market Presence in Singapore, and Addressing Risks to Homegrown Enterprises","subTitle":null,"sectionType":"WA","content":"4 Mr Alex Yeo asked the Deputy Prime Minister and Minister for Trade and Industry (a) whether the Government tracks the market presence of overseas food and beverage and retail businesses by the number of outlets to understand the competitive footprint of such entities; (b) whether such entities with economies of scale advantages to lower cost and price in market penetration, risk displacing homegrown SMEs in heartland communities; and (c) whether there are plans to address this trend.
Mr Gan Kim Yong: Singapore maintains a competitive market so that the food and beverage (F&B) and retail operators can compete and grow. This also provides more and better options for consumers.
The Government monitors market developments to ensure the efficient functioning of markets in Singapore and we will not hesitate to take action against anti-competitive or unfair trading practices.
Local-owned enterprises continue to account for the majority in the F&B and retail sectors, making up about 90% of enterprises. Their share reflects the strong presence of local businesses in Singapore's F&B and retail landscape.
At the same time, we support local businesses to remain competitive through strengthening their capabilities, innovating and offering differentiated products. Local enterprises can tap on schemes, such as the Enterprise Development Grant and Productivity Solutions Grant, to enhance productivity and transform their businesses. We also have targeted support, such as the Enhanced Visual Merchandising Programme, for our heartland enterprises and have put in place initiatives, such as the Retail Maverick Challenge launched by Enterprise Singapore and CapitaLand Investment, to support local retailers in piloting innovative and experiential retail concepts.
The Government will continue to work with industry stakeholders and engage key trade associations, such as the Singapore Retailers Association, to support the growth and competitiveness of local enterprises.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Consumer Complaints on Secondary Resale Ticket Market for Events and Concerts and Additional Measures for Transparency and Authenticity Verification","subTitle":null,"sectionType":"WA","content":"5 Mr Melvin Yong Yik Chye asked the Deputy Prime Minister and Minister for Trade and Industry (a) whether the Ministry has observed an increase in consumer complaints relating to the secondary resale market for tickets to major events and concerts over the past year; and (b) whether additional consumer protection measures are being considered to improve transparency, authenticity verification and consumer recourse in the secondary ticket market.
Mr Gan Kim Yong: Consumer complaints relating to the secondary resale market for tickets to major events and concerts have generally remained low.
Nonetheless, to protect the public from scams on secondary ticket resale platforms, the Police have imposed Code of Practice requirements under the Online Criminal Harms Act to require designated online services to verify users against Government-issued records if they advertise or post about the sales of goods and/or services or intend to do so. Ahead of high-demand concerts, the Police have also stepped up public education efforts to discourage eventgoers from purchasing tickets on unofficial resale platforms and work with these platforms to remove resale listings suspected to be scams.
In addition, major ticketing service providers are adopting features to ensure ticket authenticity. These include dynamic mobile tickets that are harder to duplicate as well as ticket transfer functions, so that tickets can only be transferred securely through their respective platforms.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Projected Demand for Renewable Diesel and Sustainable Aviation Fuel Produced in Singapore Against Projected Regional Refining Capacity","subTitle":null,"sectionType":"WA","content":"6 Mr Dennis Tan Lip Fong asked the Deputy Prime Minister and Minister for Trade and Industry (a) what is the projected domestic and regional demand for renewable diesel and sustainable aviation fuel produced in Singapore; and (b) how does this demand match up against the projected regional refining capacity of 6.8 million tons by 2027 cited during the recent US Trade Representative Section 301 hearings on practices of certain economies on structural excess capacity.
Mr Gan Kim Yong: The Government does not make projections of domestic or regional demand for renewable diesel or sustainable aviation fuel. Demand depends on commercial considerations, evolving market conditions and regulatory developments across different jurisdictions. Similarly, investments in production capacity are determined by the private sector based on commercial decisions.
The figure referred to by the Member was cited by an external stakeholder during the public hearing for the United States Trade Representative's Section 301 investigation into structural excess capacity and production in manufacturing sectors. It is not a Government estimate or projection.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Data on Private Residential Solar Energy Grid Exports and Assessing Contributions to Singapore's Renewable Energy Targets","subTitle":null,"sectionType":"WA","content":"7 Mr Christopher de Souza asked the Deputy Prime Minister and Minister for Trade and Industry (a) how many private residential properties currently export electricity generated from self-installed solar panels back to the grid; and (b) what assessment has been made of the contribution of such residential solar generation towards Singapore's renewable energy targets and broader sustainability goals.
Mr Gan Kim Yong: As of end-2025, around 6,900 private residential buildings have registered their solar installations with SP Group for the export of excess solar-generated electricity to the grid.
The installed solar capacity of these residential buildings is 115.3 megawatt-peak (MWp), or around 5.5% of all current installed solar capacity in Singapore. While there is scope to grow private residential solar generation, it will only make up less than 1% of Singapore's long-term generation mix due to land constraints and heavy cloud cover. Therefore, to achieve our broader sustainability goals, we need to depend on other more impactful measures to conserve energy, diversify our energy mix and decarbonise our economy. Some examples of how Singaporeans can help are by switching to more energy efficient home appliances, taking public transport instead of driving and switching to electric vehicles.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Mandatory Unit Pricing and Adequacy of Consumer Protection Frameworks in Addressing Shrinkflation, Ingredient Substitution and Labelling Transparency","subTitle":null,"sectionType":"WA","content":"8 Mr Yip Hon Weng asked the Deputy Prime Minister and Minister for Trade and Industry in light of recent reports on shrinkflation (a) whether the Ministry has assessed making unit pricing mandatory for essential household products; and (b) whether existing consumer protection frameworks adequately address price increases arising from ingredient substitution, reduced product quantities or packaging and labelling changes that obscure effective price increases.
Mr Gan Kim Yong: The Government initiated the unit pricing pilot across major supermarkets in September 2025 and has received positive feedback that unit pricing has been useful in helping consumers compare prices across different brands and package sizes. The pilot will be expanded to cover more in-store and online outlets and a wider range of grocery items later this year. The Government will continue to gather more data from the consumers on the effectiveness of unit pricing and also seek feedback from operators to understand the operational feasibility of unit pricing and the impact to their businesses before deciding on the next steps.
Apart from promoting price and information transparency, the Government also seeks to promote fair competition and diversify our sources so that consumers have wider choices and can enjoy more competitive prices for similar products. Where businesses make false or misleading representations, such actions constitute as unfair practices under the Consumer Protection (Fair Trading) Act 2003 (CPFTA). The Competition and Consumer Commission of Singapore (CCS) can also investigate and take enforcement action against such egregious businesses under the CPFTA.
CCS and the Consumers Association of Singapore (CASE) regularly conduct outreach and public education efforts to inform and educate consumers about their rights and available avenues for redress. Consumers are encouraged to contact CASE to share any concerns or feedback about suspected unfair trading practices.
9 Ms Diana Pang Li Yen asked the Coordinating Minister for National Security and Minister for Home Affairs (a) whether there is presently any prescribed assessment of an applicant's knowledge of Singapore's history, institutions, national symbols, basic laws or of proficiency in English, before citizenship is granted; and (b) whether the Ministry will consider introducing such an assessment or otherwise strengthening the Singapore Citizenship Journey programme, to better ensure basic civic understanding among new citizens.
Mr K Shanmugam: There are presently no prescribed assessments of an applicant's knowledge of Singapore or English proficiency.
However, all new citizens aged 16 to 60 years old who have been granted in-principle approval for Singapore Citizenship must complete the Singapore Citizenship (SC) Journey before the completion of citizenship formalities. The mandatory programme helps enrich new citizens' understanding and appreciation of Singapore’s history and development, our norms and values, and to build stronger ties with the local community through the following components:
a) an online e-learning module with quiz components to support learning, covering topics, such as Singapore's history, key institutions and systems, responsibilities of citizenship and shared values and social norms;
b) an experiential learning programme that brings participants to significant historical landmarks and national institutions or a half-day programme to introduce participants to community service in Singapore; and
c) a Community Sharing Session, where local community leaders share with new citizens their experiences of living in a multiracial and multi-religious society and encourage them to be involved in the community.
The Government will continue to study how we can support the integration of new SCs in a sensible and practical manner.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Addressing Gaps in Detecting Illicit Goods in Container Transit Traffic Through Risk-Scoring Models and Upstream Supply Chain Detection","subTitle":null,"sectionType":"WA","content":"10 Mr Gabriel Lam asked the Coordinating Minister for National Security and Minister for Home Affairs (a) in light of recent seizures of large drug consignments transiting through Singapore, what blind spots exist in detecting illicit goods within high-volume container traffic; (b) how are risk-scoring models adapted for transit shipments not intended for Singapore; and (c) whether detection capabilities upstream in the supply chain are being strengthened.
Mr K Shanmugam: As a major global transhipment hub, Singapore handles a very high volume of cargo and it is not practical to subject all of them to checks and inspection. Instead, the Immigration and Checkpoints Authority (ICA) and Singapore Customs adopt a risk-based and multi-layered approach to detect and interdict illicit goods, including narcotics. This entails making risk assessments based on advance cargo information, document analytics, routing patterns and intelligence inputs. Higher-risk consignments will be targeted for further checks and inspection using advanced radio graphic scanners and physical checks as well. The risk models are regularly reviewed to take into account the evolving modus operandi of the syndicates.
Singapore also works closely with international counterparts to detect and disrupt the flow of illicit goods through the timely exchange of intelligence and joint operations. These joint efforts enable enforcement action to be taken at multiple points along the supply chain, including beyond Singapore's borders.
The effectiveness of this approach was demonstrated on 3 January this year, when ICA and the Central Narcotics Bureau (CNB) detected a 20-foot inbound container carrying 509 kilogrammes of cannabis at Pasir Panjang Scanning Station. Investigations found that the drugs were only transiting through Singapore and were bound for the United Kingdom (UK). CNB then launched a cross-border operation with the UK's Home Office International Operations, UK Border Force and West Midlands Regional Organised Crime Unit. Through intelligence sharing and coordinated enforcement actions, the cross-border operation disrupted a transnational drug trafficking syndicate and downstream drug trafficking activities, with the UK arresting seven persons so far and further investigations underway. Through this joint operation, the UK authorities managed to seize a further 412 kilogrammes of cannabis in a separate container bound for the UK on 25 February 2026 and additional quantities of cannabis in the UK.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Aligning Shopfront Outdoor Walkway Fire Code Width Standards with BCA's 2025 Code on Accessibility Requirements for Seniors and Mobility Aid Users","subTitle":null,"sectionType":"WA","content":"11 Mr David Hoe asked the Coordinating Minister for National Security and Minister for Home Affairs whether SCDF can assess if the Fire Code’s 1.2-metre clear width minimum standard for outdoor display areas along covered shopfront walkways should be updated or differentiated, in light of the Building and Construction Authority's 2025 Code on Accessibility requiring 1.5-metre primary accessible routes for residential buildings and passing spaces below 1.8 metres, to serve seniors, mobility-aid users and families.
Mr K Shanmugam: The Building and Construction Authority’s Code on Accessibility provides baseline requirements for accessible and inclusive buildings. It stipulates a minimum width of 1.5 metres or 1.8 metres for primary accessible routes, depending on the building type. For instance, a width of 1.5 metres would allow sufficient space for a wheelchair user and another person to pass each other.
The Fire Code has a different purpose. It establishes the minimum requirements for fire safety provisions in all buildings. This includes a stipulation that all escape routes in commercial developments must have a minimum width of 1.2 metres, including commercial shopfronts. This requirement is sufficient for evacuation during emergencies and there is no intention to review it at this point in time.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Data on Volume, Processing Time and Approval Amounts of Court Applications for Withdrawals from Frozen Accounts Connected to Scam Investigations","subTitle":null,"sectionType":"WA","content":"12 Ms Lee Hui Ying asked the Coordinating Minister for National Security and Minister for Home Affairs regarding applications submitted over the past five years to the Courts for withdrawal of funds for daily living expenses from bank accounts frozen in connection with scam investigations (i) how many applications were received (ii) what is the average time taken for such funds to be released and (iii) what is the typical amount approved for withdrawal in these cases.
Mr K Shanmugam: The Government does not track such statistics.
13 Ms Poh Li San asked the Coordinating Minister for National Security and Minister for Home Affairs (a) whether there will be a standardisation of guidelines for in-car video and live-streaming recordings within driving schools in Singapore; and (b) whether driving schools and instructors will be required to inform learners on how and for how long their biometric and personal data is being stored as well as to obtain their consent for live-streaming and real-time monitoring.
Mr K Shanmugam: The Traffic Police (TP) does not impose any video recording requirement on driving schools. That said, TP is aware that the driving schools use in-car video cameras for safety and audit purposes.
Regardless of the use case, driving schools must comply with prevailing laws on the collection, use and retention of personal data.
14 Ms Sylvia Lim asked the Coordinating Minister for National Security and Minister for Home Affairs (a) what follow-up actions are taken by the Police in response to reports of online scams soliciting payment for fictitious items to be collected at addresses of unconnected parties; and (b) what safeguards exist to ensure that persons whose addresses are misused as collection points are not exposed to suspicion or liability.
Mr K Shanmugam: When a Police report has been made, the Police will investigate to determine if a criminal offence has been committed. If there is reasonable suspicion that a case is scam-related, the Police can direct online service providers to restrict Singapore users' access to the relevant online activity under the Online Criminal Harms Act.
The use of an address in such cases does not mean that the owner or occupier is presumed to be involved. The Police will assess the facts and circumstances of each case to determine if an offence was committed and conduct the required investigation to ascertain whether an individual is culpable for the offence.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Gaps in Detecting Active Police Gazette Individuals at Singapore's Border and Enhancements to Strengthen Cross-Agency Identity Verification and Biometric Matching","subTitle":null,"sectionType":"WA","content":"15 Mr Yip Hon Weng asked the Coordinating Minister for National Security and Minister for Home Affairs (a) how an individual on an active police gazette was able to enter Singapore repeatedly over many years, including after submitting personal particulars to public agencies, without being apprehended; and (b) what enhancements, if any, have strengthened cross-agency identity verification and biometric matching to prevent wanted persons from evading detection using different identity documents.
Mr K Shanmugam: Singapore adopts a multi-layered approach to identify and intercept persons of security or law enforcement interest.
The case referred to by the Member involved an individual associated with multiple identities. There was an error in the handling of the case which then allowed him to enter and leave Singapore. The relevant agencies have since strengthened their processes, including through the leveraging of biometrics and the use of data analytics to identify persons of interest with multiple identities. This includes the launch of the Multi-Modal Biometrics System in 2020 by the Immigration and Checkpoints Authority (ICA), which captures multiple biometrics of travellers arriving and departing from Singapore.
Government agencies also routinely share relevant information with each other to enhance screening capabilities and support enforcement operations. Such information sharing enables persons of interest to be detected at multiple touchpoints, including when they transact with Government agencies.
For operational and security reasons, the Ministry is unable to disclose details of our operational systems and capabilities.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Military Operational Security Risks from Fitness Tracking App Data, and Usage Guidelines and Safeguards for Servicemen","subTitle":null,"sectionType":"WA","content":"16 Mr Gabriel Lam asked the Coordinating Minister for Public Services and Minister for Defence (a) how does the Ministry assess the risk that pattern-of-life data from fitness tracking apps may expose routines within military installations; (b) whether clearer usage guidelines will be issued for Servicemen; and (c) whether additional safeguards, beyond existing restrictions, will be implemented during sensitive operations.
Mr Chan Chun Sing: The Ministry of Defence (MINDEF) or the Singapore Armed Forces (SAF) treats operation and information security seriously to protect its operations, personnel and capabilities. MINDEF or SAF recognises the risks posed by personal electronic devices and digital applications, including fitness tracking applications, which are not new. MINDEF or SAF has in place a tiered security management plan that governs the use of personal electronic devices and digital applications within our camps and bases through clearly demarcated zones and during sensitive operations and trainings.
MINDEF or SAF also recognises the utility of personal electronic devices and digital applications, which includes supporting health and physical training routines. Therefore, MINDEF or SAF adopts a balanced approach towards implementing best security practices and ensuring security compliance, while allowing the use of personal electronic devices and digital applications for productivity and lifestyle needs in security-cleared zones.
MINDEF or SAF regularly reviews its security policies and measures to stay abreast with technological developments and risk assessments. No security breaches have been detected from the use of fitness trackers and fitness training applications thus far. MINDEF or SAF will continue to incorporate feedback to enhance its security policies and directives.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Extending SAF Driver Training and Civilian Licensing to National Servicemen, Annual Civilian Licence Uptake and Converting SAF Driving Qualifications to Civilian Licences","subTitle":null,"sectionType":"WA","content":"17 Mr Kenneth Tiong Boon Kiat asked the Coordinating Minister for Public Services and Minister for Defence (a) whether the Ministry will extend driver training and civilian licensing to national servicemen in vocations with periods of low operational activity; (b) how many national servicemen obtain civilian driving licences through NS annually; and (c) whether those who pass the SAF driving test may convert their qualification on the same probationary terms as new civilian drivers, in place of the mileage requirement.
Mr Chan Chun Sing: The priority of our National Servicemen must be their military duties and operational training, to meet the Singapore Armed Forces's (SAF's) operational requirements.
SAF transport operators undergo extensive and rigorous driving training to ensure proficiency in handling a wide range of military vehicles across varied terrains and operating conditions. Given the different requirements and operating environments compared to general motoring on public roads, a set of conversion criteria for civilian driving licence is necessary. This includes fulfilling the requisite driving mileage and safety standards and possessing good disciplinary records.
Over the past three years, approximately 85% of full-time National Serviceman transport operators have attained their civilian driving licences.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Data on Public Hospital Robotics Deployment, Clinical Outcomes and Long-term Impact on Healthcare Manpower","subTitle":null,"sectionType":"WA","content":"18 Dr Choo Pei Ling asked the Coordinating Minister for Social Policies and Minister for Health (a) how many public hospitals currently deploy (i) surgical robots and (ii) non-clinical service robots such as for logistics, cleaning and patient assistance; and (b) what has been the measured impact of such robots on clinical outcomes, patient safety, staff workload and productivity.
19 Dr Choo Pei Ling asked the Coordinating Minister for Social Policies and Minister for Health (a) what is the Ministry’s assessment of the long-term impact of robotics and automation on healthcare manpower demands in nursing, allied health and support care roles; and (b) whether there are plans to track and publish indicators on job redesign and productivity gains from robotics in the public healthcare sector.
Mr Ong Ye Kung: Public hospitals, such as the National University Hospital, the Singapore General Hospital and Tan Tock Seng Hospital, have deployed robotic-assisted surgical (RAS) systems for minimally invasive soft-tissue surgeries. These hospitals possess relevant clinical expertise and sufficient demand based on accepted clinical indications to justify procurement of these RAS systems. The results, such as clinical outcomes and post-operative complications, for conditions indicated under RAS have so far been comparable to conventional surgical approaches.
Robotics and automation technologies can potentially improve operational efficiency, ease staff workload and improve care to patients. With rising patient numbers and workload, appropriate usage of such technology can help mitigate the manpower shortages in the healthcare sector, including allied health and supportive roles over time. At an appropriate juncture, we can commission a detailed academic study on its impact.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Tracking Medical Interventions among Elderly Patients Near End of Life, Trends in Medical Over-utilisation and Guidelines for Proportionate Care","subTitle":null,"sectionType":"WA","content":"20 Mr Gabriel Lam asked the Coordinating Minister for Social Policies and Minister for Health (a) whether the Ministry tracks the intensity and frequency of medical interventions among elderly patients in their final years of life, and if so, how; (b) whether any trends of medical over-utilisation have been identified; and (c) whether there are any clinical guidelines to ensure care provided for such elderly patients is proportionate to patient needs and preferences.
Mr Ong Ye Kung: We do not track the intensity of and frequency of medical interventions. The focus for patients with life-limiting illness should shift towards quality of life and if required palliative care. The proportion of patients receiving palliative care has grown from 46% in 2023 to 51% in 2025. The proportion of deaths in acute hospitals has decreased from 62.5% in 2023 to 60% in 2025.
The Ministry of Health encourages Singaporeans to complete their Advance Care Plan (ACP) to document their care preferences. The ACP tool helps their healthcare team and loved ones fulfil their care preferences towards the end of life based on their prior expressed wishes.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Data on Eczema Cases Treated in Public Health System over Past Three Years and Proportion Involving Patients Below 60","subTitle":null,"sectionType":"WA","content":"21 Ms Yeo Wan Ling asked the Coordinating Minister for Social Policies and Minister for Health (a) how many eczema cases did our public health system manage per year over the past three years; and (b) of these, how many per year involved patients below 60 years old.
Mr Ong Ye Kung: Table 1 below provides the number of visits for eczema-related skin conditions at public health institutions from 2023 to 2025.
22 Ms Yeo Wan Ling asked the Coordinating Minister for Social Policies and Minister for Health as regards the Ministry's review on the inclusion of eczema into the Chronic Disease Management Programme (CDMP) (a) what is the timeline for the review; (b) whether the Ministry will update the CDMP inclusion criteria specific to dermatological conditions; and (c) if eczema is included in the CDMP, what types of treatments, such as phototherapy, will be included for MediSave coverage.
Mr Ong Ye Kung: The Ministry of Health is reviewing the inclusion of atopic dermatitis to the Chronic Disease Management Programme and will share the updates early next year.
If atopic dermatitis is included, guidelines for medical professionals will be updated with the treatments claimable under MediSave.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Consumer Protection for Long-term Cord Blood Bank Contracts and Safeguards Against Regulatory Lapses","subTitle":null,"sectionType":"WA","content":"23 Dr Hamid Razak asked the Coordinating Minister for Social Policies and Minister for Health (a) whether the Ministry coordinates with the Consumers Association of Singapore on complaints involving long-term contracts entered into with licensed cord blood banks; and (b) whether there are plans to introduce baseline safeguards, such as clearer disclosure and reasonable exit or transfer options, where there are regulatory lapses on the handling of cord blood affecting consumers.
Mr Ong Ye Kung: The Ministry of Health (MOH) does not coordinate with the Consumers Association of Singapore (CASE) on complaints involving contracts between cord blood banks and their clients. Cord blood banks are regulated by MOH under the Healthcare Services Act primarily to ensure the safety of cord blood for use in treatment. However, cord blood banking is an elective, commercial service provided by the private sector. Contractual matters relating to storage are private agreements between cord blood banks and their clients, and not where the Government can intervene.
Parents should directly approach the cord blood banks if they wish to exit their contract, transfer their cord blood or seek recourse with respect to contractual matters. They may also approach CASE for assistance over their contractual disputes.
Presently, the Healthcare Services (Cord Blood Banking Service) Regulations 2021 already establishes the need to have formal arrangements for the prompt restoration of services or transfer of cord blood to another licensed provider, including the need to seek express written consent for any such transfer in the event of any service disruption. MOH will review areas to strengthen these regulations, where appropriate.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Making Lasting Power of Attorney Status and Donee Identity Accessible on National Electronic Health Record for Clinical Decision Making and Timeline for Integration","subTitle":null,"sectionType":"WA","content":"24 Dr Haresh Singaraju asked the Coordinating Minister for Social Policies and Minister for Health in view that Advance Care Planning is visible on the National Electronic Health Record (NEHR) and that the Government is promoting Lasting Power of Attorney (LPA) uptake (a) whether LPA status and donee identity can be made visible on NEHR to help clinicians identify authorised decision makers at the point of care; and (b) what is the Ministry's timeline for such integration.
Mr Ong Ye Kung: Information on the Lasting Power of Attorney (LPA) cannot be made visible on the National Electronic Health Record system as it is protected under the Mental Capacity Act. Such information may only be disclosed by the Public Guardian to specified persons upon satisfactory submission of evidence(s) required under the law.
Typically, the appointed donees would present the LPA to healthcare providers when acting for donors who have lost mental capacity. If the healthcare provider does not know the identity of the donor's next-of-kin or donee, or is unable to contact them after reasonable attempts, they may request for information on the donor's LPA via the Office of the Public Guardian Online portal.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Lifetime Out-of-Pocket Expenditure Study for Persons with Severe Permanent Disabilities and Caregivers, and Measures to Address Significant Recurring Expenses","subTitle":null,"sectionType":"WA","content":"25 Mr Victor Lye asked the Coordinating Minister for Social Policies and Minister for Health (a) whether the Ministry has studied the out-of-pocket expenditure borne by persons with severe permanent disabilities and their caregivers over the course of their lives; (b) if so, what are the findings; and (c) if not, whether the Ministry will study measures to address significant recurring expenses for rehabilitation, nursing care, specialised transport and assistive technologies.
Mr Ong Ye Kung: This year, the Ministry of Health (MOH) significantly enhanced long-term care financing support schemes to improve care affordability. These enhancements include increased subsidies for long-term care services such as nursing homes as well as home and community care. We also increased monthly cash payouts provided by the Home Caregiving Grant and CareShield Life schemes, and expanded coverage of subsidised home healthcare items under the Seniors' Mobility and Enabling Fund. These help to address other expenses outside of formal care, including transport and assistive technologies.
Long-term care expenses could vary widely across ages, needs, care preferences and insurance coverage. With the enhanced support, we estimate the out-of-pocket expenses to be about $110 per month, for a person with severe disability from a low-income household, who uses a typical set of care services in the home and community setting, and is covered by CareShield Life. Persons with severe disability may also withdraw up to $200 per month from their MediSave, via the MediSave Care scheme, to further defray their out-of-pocket expenses. Finally, our safety nets, such as MediFund and ElderFund, ensure that no patient is denied appropriate care due to an inability to pay.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Affordability and Public Service Capacity for Dental Care Across Income Groups, and Enhancing MediSave Coverage for Preventive and Routine Treatments","subTitle":null,"sectionType":"WA","content":"26 Ms Valerie Lee asked the Coordinating Minister for Social Policies and Minister for Health (a) whether the Ministry has assessed the affordability of dental care for Singaporeans across different income groups; (b) how the Ministry assesses whether the capacity of public dental services, including in polyclinics, is sufficient to meet current and projected demand; and (c) whether the Ministry will consider enhancing MediSave coverage for preventive and routine dental treatments.
Mr Ong Ye Kung: The Ministry of Health (MOH) recently enhanced the Community Health Assist Scheme (CHAS) dental subsidies, which are tiered by income, for common preventive and restorative procedures. We also extended the Flexi-MediSave scheme to higher-cost dental restorative procedures, such as permanent crowns and root canal treatments at public healthcare institutions and CHAS dental clinics, to better support patients in affording these procedures in Singapore. We periodically review requests to expand MediSave coverage but will need to strike a balance between helping Singaporeans defray their current healthcare costs and ensuring they retain sufficient MediSave savings to meet their future healthcare needs.
MOH monitors the capacity of public dental services across polyclinics, national specialty dental centres and hospital dental clinics through indicators, such as attendances, workload and wait times. We refresh demand projections to assess whether services can meet future needs and to ensure capacity planning keeps pace with demographic shifts and evolving oral health needs.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Annual Patient Enrolment in HALT-CKD Programme and Success Rate for Estimated Glomerular Filtration Rate Levels","subTitle":null,"sectionType":"WA","content":"27 Mr Gerald Giam Yean Song asked the Coordinating Minister for Social Policies and Minister for Health (a) since the inception of the Holistic Approach in Lowering and Tracking Chronic Kidney Disease (HALT-CKD) programme, what has been the annual number of patients who have been enrolled; and (b) of these patients, what percentage have successfully maintained or improved their estimated glomerular filtration rate levels after two years of enrolment compared to their baseline at entry.
Mr Ong Ye Kung: The Holistic Approach to Lowering and Tracking Chronic Kidney Disease (HALT-CKD) programme enrolled over 165,000 patients since its launch in 2017. The care model has been integrated into routine care for eligible patients since April 2026.
More than half of the patients enrolled from 2017 to 2019 maintained or improved their estimated glomerular filtration rates over a five-year period.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"HSA Expedited and Abridged Registration for NMPA-approved Medicines and Recognising NMPA as Reference Agency","subTitle":null,"sectionType":"WA","content":"28 Mr Kenneth Tiong Boon Kiat asked the Coordinating Minister for Social Policies and Minister for Health (a) whether the Health Sciences Authority's (HSA) expedited and abridged registration routes apply to medicines approved by China's National Medical Products Administration (NMPA) and not by any of HSA's six drug regulatory reference agencies; (b) given that those agencies were justified as receiving first-wave filings, how will HSA ensure timely access to innovative therapies approved in China; and (c) whether NMPA will be assessed for recognition as a reference agency.
Mr Ong Ye Kung: The Health Sciences Authority (HSA) welcomes drug producers to choose Singapore as part of their first-wave filings. As long as a pharmaceutical product is approved by at least one regulatory agency, such as China's National Medical Products Administration (NMPA), it would also qualify for the abridged route. Life-saving innovative therapies that address critical public health needs in Singapore, such as cancer or infectious diseases, will also qualify for priority review by HSA. Regardless of where the drug is developed, we would apply the same rigor in our evaluation.
Specifically on NMPA, HSA has been deepening our engagement, including signing a renewed Memorandum of Understanding in May 2026, to explore facilitative regulatory pathways and pilot innovative initiatives to bring safe and effective products to patients more quickly.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Small Home Robots to Monitor Well-being of Seniors Living Alone Following Undetected Senior Death Cases","subTitle":null,"sectionType":"WA","content":"29 Dr Neo Kok Beng asked the Coordinating Minister for Social Policies and Minister for Health in view of the recent cases of senior singles dying in their homes undetected, whether the Ministry will consider partnering with social organisations to develop, pilot or subsidise the use of small home robots to monitor the well-being of senior citizens staying alone.
Mr Ong Ye Kung: This question has been addressed in Oral reply to Parliamentary Question No 36 on 7 July 2026. [Please refer to \"Tracking and Publishing Number of Seniors who Die Alone in Their Homes\", Official Report, 7 July 2026, Vol 96, Issue 32, Written Answers to Questions for Oral Answer not Answered by End of Question Time section.]
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Proportion of Care Coordinators Employed per Primary Care Network to Meet Singapore's Ageing Population Needs and Future Recruitment Plans","subTitle":null,"sectionType":"WA","content":"30 Mr Dennis Tan Lip Fong asked the Coordinating Minister for Social Policies and Minister for Health in respect of the Primary Care Network scheme (PCN) (a) how many care coordinators are currently employed nationally; (b) what is the current ratio of care coordinators per PCN; (c) how does this compare to the stabilised ratio needed for our ageing population; and (d) whether the Ministry is recruiting more care coordinators for the PCN.
Mr Ong Ye Kung: The Ministry of Health provides funding support for Primary Care Network schemes (PCNs) referencing manpower ratios in public healthcare settings. As private entities, PCNs in turn calibrate their own resourcing based on service demand and each network's needs. On average, PCNs have employed care coordinators based on a ratio of one care coordinator to approximately 3,400 Healthier SG enrolled residents with chronic conditions, comparable to polyclinics.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Admission Reasons and Duration of Stay for Children Below 18 Years at KK Women's and Children's Hospital for Past Five Years","subTitle":null,"sectionType":"WA","content":"31 Mr Cai Yinzhou asked the Coordinating Minister for Social Policies and Minister for Health (a) in each of the past five years, how many children below the age of 18 were admitted to KK Women's and Children's Hospital for non-medical or social reasons; (b) what are the most common reasons and their respective proportion of admissions; and (c) what is the median length of stay for such admissions.
Mr Ong Ye Kung: Between 2021 and 2025, the number of children below the age of 18 admitted for non-medical or social reasons in KK Women's and Children's Hospital (KKH) averages at 230 per year. The average length of stay is 12.4 days. Most were due to problems at home or the social environment and alleged abuse.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"KK Women's and Children's Hospital Inpatient Children's Screen Time Guidelines and Recommended Activities to Align with HPB's National Screen Time Standards","subTitle":null,"sectionType":"WA","content":"32 Mr Cai Yinzhou asked the Coordinating Minister for Social Policies and Minister for Health (a) how does KK Women's and Children's Hospital monitor and ensure that guidelines on digital device use by inpatient children are aligned with the Health Promotion Board's national screen time recommendations; (b) what alternative engagement activities are available to reduce reliance on screen-based entertainment; and (c) whether dedicated educators or equivalent support staff are deployed to engage children during their inpatient stay.
Mr Ong Ye Kung: In line with the Health Promotion Board's guidance on limiting unsupervised screen use, the KK Women’s and Children's Hospital discourages children from keeping digital devices at their bedside, unless supervised by a caregiver.
To reduce reliance on screens, nurses and volunteers engage children in activities, such as board games, and interactive art and music sessions, where available. Children with specific emotional needs may be referred for further interventions, where therapists will use play, recreation, art and music to help them cope with the hospital stay.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Proportion of Town Councils with Dedicated Paper and Cardboard Collection Channels Through Public Waste Collector Partnerships","subTitle":null,"sectionType":"WA","content":"33 Mr Ng Shi Xuan asked the Minister for Sustainability and the Environment for the current number and proportion of Town Councils that have partnered with public waste collectors and implemented dedicated collection channels for paper and cardboard in their respective towns.
Ms Grace Fu Hai Yien: This question has been addressed in the Ministry of Sustainability and the Environment’s combined answer to Question Nos 15 to 18 on the Order Paper for 7 July 2026. [Please refer to \"National Recycling Rates, Plans and Targets\", Official Report, 7 July 2026, Vol 96, Issue 32, Oral Answers to Questions section.]
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Feasibility of RFID-Based Food Waste Sorting Systems for Proportional Household Charging and Barriers to Technological Food Waste Reduction Solutions","subTitle":null,"sectionType":"WA","content":"34 Ms Lee Hui Ying asked the Minister for Sustainability and the Environment (a) whether the Ministry has studied the feasibility of RFID-based food waste sorting systems that weigh and track deposited food waste and charge households proportionally, such as those used in South Korea; and (b) what barriers exist in the adoption of technological solutions to reduce food waste in Singapore.
Ms Grace Fu Hai Yien: Public Waste Collectors and Town Councils have trialled the collection and treatment of segregated food waste from households. However, participation rates are poor despite regular engagement and reminders. Implementing systems, such as RFID-based tracking and charging at the individual household level, is also challenging given the prevalence of high-rise living and common waste chute system in Singapore.
Nevertheless, we will continue to review international practices and review our approach to reduce food waste. We encourage all households to buy only what they need and can consume before expiry, to reduce the amount of food waste generated.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Regulating Quality of Incense Offerings, Testing Air Quality and Impact on Respiratory Health from Burnings in Residential Estates","subTitle":null,"sectionType":"WA","content":"35 Ms Poh Li San asked the Minister for Sustainability and the Environment whether the National Environment Agency regulates the quality of incense offerings sold and tests their impact on air quality and respiratory health, especially when the offerings are burnt in residential estates more frequently during certain times of the year.
Ms Grace Fu Hai Yien: The quality of incense offerings and the practice of burning incense are not regulated by law. Instead, the National Environment Agency (NEA) works with stakeholders, such as Town Councils, agencies and religious organisations, to encourage responsible burning of joss paper and incense.
Based on NEA's ambient air quality monitoring, the burning of incense offerings does not have a discernible impact on the overall air quality. As the burning of incense offerings and joss paper can cause localised disamenities, we encourage members of the public to be considerate when carrying out such practices.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Inmate Contact with Children during Incarceration, Recidivism Outcomes and Structured Intervention Programmes for Children of Incarcerated Parents","subTitle":null,"sectionType":"WA","content":"36 Mr Victor Lye asked the Minister for Social and Family Development (a) what proportion of inmates maintain regular physical or virtual contact with their children during incarceration; and (b) whether the Ministry has studied the relationship between family contact continuity and recidivism outcomes.
37 Mr Victor Lye asked the Minister for Social and Family Development (a) whether the Ministry has studied the long-term educational, employment and offending outcomes of children with incarcerated parents; and (b) whether there are structured intervention programmes to support children of incarcerated parents in schools and community settings to reduce downstream risks of trauma, delinquency or social disengagement.
Mr Masagos Zulkifli B M M: International studies and research have shown that incarceration significantly destabilises the family in the immediate term, and that family support plays a key role in helping ex-offenders reintegrate back into society and remain offence-free.
To support families impacted by incarceration, the Ministry of Social and Family Development (MSF) works closely with the Singapore Prison Service (SPS), the Ministry of Education (MOE) and the Social Service Agencies (SSAs). For instance, Social Service Office (SSO) Family Coaches of ComLink+ clients and Family Service Centre caseworkers will be notified when their clients or their clients' family members are incarcerated. This enables them to assess the family's needs and provide timely assistance to support the family.
To help families to connect and support their loved ones in prison, SPS has put in place measures, such as facilitating pro-social contact between inmates and their families. In 2025, 68% of inmates received visits (either televisit or face-to-face) from their family members. In addition to visits, inmates may also connect with their families via e-letters, phone calls and family programmes. SPS also collaborates with MOE to connect incarcerated parents with their school-going children through quarterly video conferencing sessions.
Mr Lye asked whether MSF would consider developing anonymised longitudinal tracking of children of incarcerated parents. MSF and the National Council of Social Service already did this and will continue to do so via the Intergenerational Transmission of Criminality and Social Disadvantages Plus (INTRACS+) study. INTRACS+ looks at the longer-term effects of incarceration on children and found that children with parental criminal justice involvement were more likely to offend compared to those without such exposure.
MSF will continue to work with agencies to monitor and assess the effectiveness of these programmes and measures, including strengthening coordination between SPS, SSOs and SSAs to support families impacted by incarceration.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Applications Received for and Outcomes of Persons with Disabilities’ (PWDs) Taxi Subsidy Scheme from 2022 to 2025","subTitle":null,"sectionType":"WA","content":"38 Mr Patrick Tay Teck Guan asked the Minister for Social and Family Development for each year from 2022 to 2025 (a) how many Persons with Disabilities (PWDs) Taxi Subsidy Scheme applications were received; and (b) of these, how many were successful.
Mr Masagos Zulkifli B M M: The Taxi Subsidy Scheme supports Singapore Citizen and Permanent Resident persons with disabilities who are medically certified as unable to take public transport and totally dependent on taxi. The scheme provides means-tested subsidies to offset the cost of taxi travel for the purposes of school, work and employment-related training supported by SG Enable.
The number of applications received and successful applications each year from 2022 to 2025 is in Table 1.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Expanding Scope of PWD Taxi Subsidy Scheme to Include Transportation for All SkillsFuture-Funded Training","subTitle":null,"sectionType":"WA","content":"
39 Mr Patrick Tay Teck Guan asked the Minister for Social and Family Development whether the Ministry will consider extending the scope of the Persons with Disabilities' (PWDs) Taxi Subsidy Scheme beyond transportation for school, work or employment-related training supported by SG Enable, to also cover transportation for all training eligible for SkillsFuture funding.
Mr Masagos Zulkifli B M M: The Taxi Subsidy Scheme supports persons with disabilities (PwDs) who are unable to take public transport, by providing means-tested subsidies to offset the cost of taxi travel to school, work and employment-related training supported by SG Enable.
SG Enable decides on the SkillsFuture courses that are supportable, taking into consideration the relevance of the course to employability and whether the course is suitably designed and provides appropriate learning support for PwDs. The list of endorsed courses can be found on SG Enable's and SkillsFuture's websites.
SG Enable will continually review its list of endorsed courses and remains open to expanding it where appropriate. PwDs or training providers who wish to have a course considered for endorsement can approach SG Enable.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Data Collection of PwDs' Health Outcomes, Inter-agency Sharing and Setting Targets to Close Gaps","subTitle":null,"sectionType":"WA","content":"40 Dr Haresh Singaraju asked the Minister for Social and Family Development in view of evidence that persons with disabilities (PwDs) have lower preventive screening uptake and higher rates of preventable chronic conditions than the general population (a) whether the Ministry collects data on PwDs' health outcomes; (b) if so, how is such data shared within the Government to inform interventions; and (c) what health outcome targets have been set to close these gaps.
Mr Masagos Zulkifli B M M: The Ministry of Health and the Ministry of Social and Family Development will analyse the health outcomes of persons with disabilities (PwDs) to see if more targeted interventions are required. Thus far, we have not determined in our local data that PwDs have lower screening uptake or higher rates of preventable chronic conditions.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Breakdown of Student Care Centres Operating in Singapore by Operator Type and Registered as Student Care Fee Assistance Administrators","subTitle":null,"sectionType":"WA","content":"41 Ms Eileen Chong Pei Shan asked the Minister for Social and Family Development (a) how many Student Care Centres (SCCs) currently operate in Singapore, broken down by school-based and community-based SCCs; (b) what proportion of SCCs are registered as Student Care Fee Assistance administrators; and (c) within each category, what is the breakdown of SCCs by type of operator.
Mr Masagos Zulkifli B M M: My response to this Parliamentary Question will cover related questions raised by Member Ms Eileen Chong Pei Shan regarding Student Care Centres (SCCs), which are scheduled for today and subsequent Sittings.
As of June 2026, there were 330 SCCs registered with the Ministry of Social and Family Development (MSF) as administrators of the Student Care Fee Assistance (SCFA) scheme; 55% were school-based and the remaining 45% were community-based. All school-based SCCs are registered with MSF. Community-based centres are only required to register with MSF if they wish to administer SCFA. MSF does not track the total number of community-based SCCs that are not registered as SCFA administrators.
In the past five years, the median monthly fee of SCCs that administer the SCFA remained stable at $290. The majority charged between $220 and $450. Around 15% of students enrolled in MSF-registered SCCs received SCFA. We will increase the monthly household income threshold for SCFA from $4,500 to $6,500 on 1 January 2027, which will benefit more students.
MSF sets minimum requirements for SCFA administrators to ensure the safety and well-being of children. The audits for SCFA administrators ensure compliance with stipulated standards to ensure the safety and well-being of children as well as the proper administration of SCFA. It is not meant to be an accreditation of the SCC's service quality.
The Ministry of Education regularly engages school-based SCCs on their programmes. School-based SCCs are required to provide weekly outdoor programmes and enrichment activities to develop values, social-emotional competencies and 21st century competencies in students. Beyond the requirement of a structured daily programme, community-based SCFA administrators have the flexibility to offer programmes and additional enrichment activities that meet the needs of their students.
MSF does not track staff salaries and turnover of SCCs in general nor those that administer SCFA. As part of the ongoing review of the student care sector announced at Budget 2026, the Government will study if further measures are needed to better meet the caregiving needs of families with primary school-aged children.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Implementation of Nationwide Caller Identification Protocol for Government Calls to Combat Phone and Government Official Impersonation Scams","subTitle":null,"sectionType":"WA","content":"42 Mr Shawn Loh asked the Minister for Digital Development and Information whether the Ministry has considered implementing a nationwide caller identification or authentication protocol, similar to STIR/SHAKEN (Secure Telephone Identity Revisited/ Signature-based Handling of Asserted information using toKENs) in North America, to provide the public with verified caller ID for calls from the Government and legitimate businesses with frequent high-risk interactions, such as banks, thereby reducing the number of phone scams.
43 Mr Shawn Loh asked the Minister for Digital Development and Information given the prevalence of Government Official Impersonation Scams (GOIS), whether the Ministry is considering a protocol for all Government-initiated calls to begin with a process for the call recipient to verify the officer's identity, thereby reducing GOIS and increasing public awareness to seek verification even for non-Government calls.
Mrs Josephine Teo: The Government takes the threat of Government Officials Impersonation Scams seriously and is committed to combating calls that undermine public trust in Government communications. As previously shared at the Committee of Supply 2026, the Government is developing systems for all Government agencies to make calls with numbers that start with a common prefix. The Singapore Police Force will be piloting this initiative later this year.
We are also working towards the tagging of Government calls with a recognisable caller name and adopting authentication protocols that reference international standards, such as STIR/SHAKEN. Together, these measures are intended to help the public identify genuine calls from Government agencies. More details will be shared when ready.
Public education remains a critical pillar of our anti-scam efforts. Even as the Government continues to strengthen such safeguards, we must all remain vigilant and take active steps to protect ourselves. The Government has issued advisories to remind the public that Government officials will never ask them to transfer money, disclose bank log-in details over a phone call or install mobile applications from unofficial app stores.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Reviewing IMDA Policies on Chinese Dialect Film Screenings and Geographic Accessibility of Elderly Patrons, and Establishing a Dedicated Free-to-Air Radio Channel for Senior Citizens","subTitle":null,"sectionType":"WA","content":"44 Mr Saktiandi Supaat asked the Minister for Digital Development and Information (a) whether the Infocomm Media Development Authority (IMDA) will consider reviewing its policies governing the theatrical exhibition of Chinese dialect films, including any restrictions that result in local original-language dialect films being accorded only limited screenings even as foreign-language films may be more widely exhibited; and (b) whether such policies remain aligned with Singapore's cultural heritage and ageing population objectives.
45 Mr Saktiandi Supaat asked the Minister for Digital Development and Information whether, where original-language dialect films are accorded only limited screenings, the Infocomm Media Development Authority (IMDA) will consider requiring that accessibility and geographic spread to be taken into account, so that elderly dialect-speaking patrons, including wheelchair users and their families, are not effectively denied access due to screenings being concentrated at a single venue or one with temporary accessibility constraints.
46 Dr Neo Kok Beng asked the Minister for Digital Development and Information whether the Ministry will consider reviewing its policy to permit a dedicated free-to-air radio channel to be set up for senior citizens that includes Chinese classics, evergreens and dialect songs.
Mrs Josephine Teo: My response will cover the questions raised by Mr Cai Yinzhou, Mr Gerald Giam, Mr Kenneth Tiong, Mr Saktiandi Supaat, Mr Dennis Tan, Ms Valerie Lee, Mr Liang Eng Hwa and Dr Neo Kok Beng in today's Order Paper, as well as related questions by Mr Darryl David1 and Ms Mariam Jaafar2 filed for subsequent Sittings. If Members are satisfied with the response, they may wish to withdraw their questions after this session.
Guidelines on language use in media are implemented by the Infocomm Media Development Authority (IMDA). They support the Government's longstanding policy to promote Mandarin as one of four official languages and have generally served us well. However, as noted in the Ministry of Culture, Community and Youth's earlier reply today, Singapore's language environment has evolved. Recognising this, in implementing the guidelines, IMDA has exercised greater flexibility to allow more dialect content in films.
Each year, around 30 to 40 dialect films are screened at film festivals. At the same time, IMDA has allowed unrestricted screenings of films with substantial use of dialect such as \"881\", \"Long Long Time Ago\" and \"Wonderland\". For the film \"Dear You\", IMDA has approved a total of 272 screenings of the Teochew version and is prepared to approve additional screenings, should the film distributor request them in response to audience demand.
Beyond these implementation changes, several Members have called for the guidelines themselves to be reviewed. We recognise that the circumstances have changed since these guidelines were first introduced. There is therefore scope to consider how we can expand the space for dialects, while continuing to uphold the importance of Mandarin. In doing so, we should also take into account the different media platforms. For example, there are no dialect restrictions for arts performances or content available on the internet and online streaming services. On free-to-air television and radio, we believe that Mandarin should continue to be the mainstay. For cinemas, we are prepared to allow more screenings of dialect-language films so as to provide audiences with greater access to such content. We appreciate the feedback from Members and will carefully consider what further steps are appropriate.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":["1 : Question subsequently withdrawn: To ask the Minister for Digital Development and Information (a) whether the Ministry will review current film guidelines to allow general screenings of Chinese dialect films in their original dialect as opposed to being dubbed in Mandarin; and (b) whether the policy requiring Mandarin dubbing for such films remains relevant in the current media landscape.","2 : Question subsequently withdrawn: To ask the Minister for Digital Development and Information whether the Government intends to develop a clearer policy framework on the commercial exhibition of dialect language films, following the decision to allow additional Teochew-language screenings of \"Dear You\"."],"footNoteQuestions":["44","45","46"],"questionNo":"44-46"},{"startPgNo":0,"endPgNo":0,"title":"Compliance Timeframes for Platforms to Remove Non-Consensual Intimate Images under Direction of Online Safety Commission","subTitle":null,"sectionType":"WA","content":"47 Miss Rachel Ong asked the Minister for Digital Development and Information (a) whether directions issued by the Online Safety Commission for the removal of verified non-consensual intimate images will be subject to prescribed compliance timeframes for platforms; and (b) if so, what will be the required timelines and how will they be determined.
Mrs Josephine Teo: Under the Online Safety (Relief and Accountability) Act 2025, the Commissioner of Online Safety is empowered to issue directions to platforms to remove specified harmful content, including intimate image abuse. Directions may also be issued to communicators or administrators of groups or pages, depending on the circumstances of each case.
We understand how distressing it can be when victims have their intimate images shared online. Directions will include a clear timeline for compliance so that the harmful content is stopped or removed as soon as is practicable.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Implementation of Stay-down Measures for Non-consensual Intimate Images and Sexualised Deepfakes under Online Safety Commission and Preventing Global Accessibility","subTitle":null,"sectionType":"WA","content":"48 Miss Rachel Ong asked the Minister for Digital Development and Information (a) whether platforms directed by the Online Safety Commission (OSC) to remove verified non-consensual intimate images, including sexualised deepfakes, will also be required to implement stay-down measures, such as hash-matching, to prevent re-uploads or redistribution by other users; and (b) what powers does OSC have to prevent such content from remaining accessible globally, since access disabling directions only pertain to Singapore end-users.
Mrs Josephine Teo: Upon receiving a valid report of intimate image abuse, the Commissioner of Online Safety is empowered by law to direct Online Service Providers (OSPs) to disable access by Singapore users to the specified harmful online material. This direction may be extended to cover identical copies found on the platform. The Commissioner will not direct that specific technologies be used as long as the outcome indicated in the direction is achieved; non-compliance with a direction is an offence.
While such directions apply only to access by Singapore users, OSPs are not prevented from removing the content from access by other users. However, this decision will be based on their own policies and community guidelines.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Watermarking and Digital Provenance Standards for AI-generated Media, Metadata Preservation and Disclosure of Original Uploaders and Cross-platform Coordination Measures","subTitle":null,"sectionType":"WA","content":"49 Miss Rachel Ong asked the Minister for Digital Development and Information while testing standards and technical solutions to manage artificial intelligence (AI)-related risks are still developing (a) whether the Government is studying watermarking or digital provenance standards for AI-generated media; (b) whether authorities can compel preservation and disclosure of metadata identifying original uploaders; and (c) what cross-platform coordination measures across social media sites and websites are being considered.
Mrs Josephine Teo: The Government tracks the development of technical standards for identifying artificial intelligence (AI)-generated content, including watermarking and digital provenance approaches, as part of broader efforts to manage AI-related risks. We engage relevant international and industry platforms, such as the Coalition for Content Provenance and Authenticity, which has over 6,000 members, including the major technology and AI companies. As these technologies and standards continue to evolve, we will assess their applicability in the Singapore context, including cross-platform measures.
If criminal offences are disclosed, the Police are empowered under the law to require platforms to disclose information to assist investigations, including metadata and identifiable data of content uploaders where available.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Key Risk Thresholds to Regulate High-risk AI Deployments and Implementing Mandatory Human Oversight for Fully Automated Decisions","subTitle":null,"sectionType":"WA","content":"50 Mr Alex Yeo asked the Minister for Digital Development and Information further to the Update to NAIS, which states that Government will \"regulate or legislate where necessary and effective\" (a) what key risk factors or thresholds determine when a high-risk AI deployment would warrant regulation; and (b) whether the Ministry will mandate meaningful human oversight over fully automated decisions that materially affect individuals, such as employment decisions or high-risk scenarios.
Mrs Josephine Teo: As with any technology, the need for regulation depends on how it is deployed, the nature of harm that may be caused and whether existing measures are effective in addressing those harms.
In Singapore's context, many artificial intelligence (AI) risks are already addressed through existing legislation. For example, employers that use AI tools must still comply with the requirements for fair and merit-based employment practices in the upcoming Workplace Fairness Act. Similarly, laws like the Online Criminal Harms Act enable the Singapore Police Force to prevent and disrupt AI-enabled scams. Where existing measures are assessed to be inadequate and a suitable response can be designed, the Government will ensure its timely implementation. For example, the Elections (Integrity of Online Advertising) (Amendment) Act was passed to prevent the misuse of digitally generated or manipulated content of candidates during elections.
These laws are complemented by guidelines in specific sectors. Such guidelines may not be for compliance at the outset but provide regulatory agencies with useful feedback as they consider future policies. For example, the Monetary Authority of Singapore has consulted on Guidelines on AI Risk Management for the financial services sector, while the Ministry of Health has updated the AI in Healthcare Guidelines (AIHGle 2.0).
The Government has consistently emphasised the need for responsible AI development and deployment. We will continue to study the appropriate regulatory stance for AI and assess whether existing measures are adequate as the technology and risk landscape evolves.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Expanding Third Language Programme to Include Chinese Dialects by Partnering Clan Associations and Community Organisations","subTitle":null,"sectionType":"WA","content":"51 Ms Valerie Lee asked the Minister for Education (a) what criteria does the Ministry use to review the languages offered under the Third Language Programme; and (b) for any Chinese dialects that may not yet meet such criteria, whether the Ministry will consider partnering Chinese clan associations and other community organisations to offer courses, to broaden students' opportunities to acquire conversational proficiency in Chinese dialects spoken within Singapore's Chinese community.
Mr Desmond Lee: In deciding which languages to offer as Third Language, the Ministry of Education considers factors, such as strategic needs, student demand and the availability of instructional and assessment expertise in Singapore.
Students who are interested in learning dialects can explore classes organised by the community, such as clan associations, or learn them online. For example, Singapore Hokkien Huay Kuan, Teochew Poit Ip Huay Kuan and Singapore Hainan Hwee Kuan run such courses.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Adequacy and Safety of Whistleblowing Channels for Teachers on School Leader Misconduct, Safeguards Against Repercussions and Reporting Data in Past Three Years","subTitle":null,"sectionType":"WA","content":"52 Dr Wan Rizal asked the Minister for Education (a) whether the existing whistleblowing channels available to teachers cover concerns about harmful conduct by school leaders specifically; (b) how many such reports have been made to the Ministry over the past three years; and (c) whether the Ministry has assessed whether teachers feel safe using these channels without fear of impact on their appraisal or posting.
Mr Desmond Lee: This question has been addressed by the Ministry of Education's answer to oral Question No 91 on 7 July 2026. [Please refer to \"Reports of Harmful Supervisory Conduct by School Leaders\", Official Report, 7 July 2026, Vol 96, Issue 32, Written Answers to Questions for Oral Answer not Answered by End of Question Time section.]
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Data on Referrals Made by Mainstream Schools to REACH Programme and Breakdown of Referred Cases by Age","subTitle":null,"sectionType":"WA","content":"53 Ms He Ting Ru asked the Minister for Education (a) in each of the last five years, how many referrals were made by mainstream schools to the Response, Early Intervention and Assessment in Community Mental Health (REACH) programme for more specialised support; and (b) what was the breakdown of referred cases by age.
Mr Desmond Lee: Schools refer students to the Response, Early Intervention and Assessment in Community Mental Health (REACH) for students requiring mental health services.
Over the past five years, REACH has received an average of 1,300 referrals per year from the Ministry of Education's schools for specialised support. The referral rates are similar across age groups, at about 0.3% at both primary and secondary school levels, and 0.2% at pre-university levels.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Median and Average Numbers of Students with SEN and SEN Officers in Primary and Secondary Schools","subTitle":null,"sectionType":"WA","content":"54 Mr Chua Kheng Wee Louis asked the Minister for Education for each of the past five years, what are the respective median and average numbers of students with special educational needs (SEN), and of SEN officers, in (i) primary and (ii) secondary schools.
Mr Desmond Lee: As shared in Parliament in March 2026, the proportion of students with special educational needs (SEN) in mainstream schools has remained stable, at around 7% of the overall student population. This stability is observed across both primary and secondary schools.
However, beyond numbers, we also consider the complexity of cases and the range of needs of students with SEN. To better support schools and students with SEN, the number of SEN officers in mainstream schools has increased significantly, from around 450 in 2017 to around 820 as at December 2025.
Beyond SEN officers, all teachers in mainstream schools are trained in basic support strategies. All schools also have Teachers Trained in Special Needs to share best practices and strengthen teacher capability.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Data on Requests for and Approval Rates of Examination and Non-examination Access Arrangements Made by SEN Students in Mainstream Schools","subTitle":null,"sectionType":"WA","content":"55 Mr Chua Kheng Wee Louis asked the Minister for Education (a) for each of the past five years, what is the number of requests for examination and non-examination access arrangements in classrooms made by students with special educational needs in mainstream schools; (b) of these, what proportion of such requests is successful; and (c) whether a standardised framework exists for assessing such access arrangement requests.
Mr Desmond Lee: For national examinations, the Singapore Examinations and Assessment Board approves Access Arrangements (AA) to help students with physical or learning disabilities demonstrate their knowledge and skills without compromising assessment objectives.
In the last five years, a total of about 6,000 to 7,000 AA applications were submitted for the Primary School Leaving Examinations, and the General Certificate of Education \"N\", \"O\" and \"A\" level examinations each year, of which 99% were approved.
All AA applications for national examinations are submitted through the schools and require supporting documents, such as medical documents from qualified professionals. When evaluating these applications, the primary considerations are the student's diagnosed conditions and the school's understanding of how the student typically learns and functions in the classroom.
The Ministry of Education (MOE) does not track the number of AA applications for school-based assessments. Schools decide on these applications based on their understanding of students' educational needs and the nature of the assessment.
For accommodations in non-assessment context, such as the use of assistive devices in learning or the modification of activities during Co-Curricular Activities, they are determined at the school level and are not referred to as AA. MOE does not track these accommodations.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Educator Attrition and Vacancy Replacement Rates in Mainstream Schools over Past Five Years","subTitle":null,"sectionType":"WA","content":"56 Ms He Ting Ru asked the Minister for Education for each of the last five years (a) how many educators in mainstream schools left their positions; and (b) how many of the resulting vacancies were filled by replacement educators.
Mr Desmond Lee: Over the past five years, an average of 750 teachers resigned from the Education Service annually, representing a resignation rate of around 2%. At the school level, all the resulting vacancies were filled with newly posted or recruited teachers, as well as teachers who left the service but continued to serve in an adjunct capacity as they prefer a more flexible working arrangement.
The Ministry of Education closely monitors resignation and retirement trends and has increased teacher recruitment since 2025 to prepare for more retirements as the teaching workforce ages, in line with national workforce trends.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Addressing Workplace Harassment, Unhealthy Workplace Culture and Retention of Young Lawyers Through Formal Frameworks and Measures","subTitle":null,"sectionType":"WA","content":"57 Dr Wan Rizal asked the Minister for Law (a) whether the Ministry of Manpower's frameworks covering workplace harassment and bullying apply to law firms and how they are enforced; and (b) whether the Future of the Legal Profession Committee will specifically address the finding in the Legal Profession Sustainability Study that no formal mechanism exists for lawyers to raise concerns about harmful conduct without career risk.
58 Ms Diana Pang Li Yen asked the Minister for Law whether the Ministry is considering further measures with the Law Society and other stakeholders to improve the retention of young lawyers, especially in relation to excessive workload, unhealthy workplace culture, and insufficient supervision or mentorship in the early years of practice.
Mr Edwin Tong Chun Fai: These questions have been answered in the reply to Questions Nos 26 to 31 for Oral Answer on today's Order Paper. [Please refer to \"Addressing Issues Identified in Legal Profession Sustainability Study\", Official Report, 7 July 2026, Vol 96, Issue 32, Written Answers to Questions for Oral Answer not Answered by End of Question Time section.]
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Data on Intestate Deaths among Singapore Citizens and Permanent Residents and AI Tools Integration to Improve Will-writing Services Accessibility","subTitle":null,"sectionType":"WA","content":"59 Mr Gerald Giam Yean Song asked the Minister for Law (a) whether the Ministry has data on the number of Singapore Citizens and Permanent Residents who have died intestate in each of the last five years and if so, what is the number; and (b) whether the Ministry plans to integrate artificial intelligence tools to enhance the accessibility of will-writing services.\n\n
Mr Edwin Tong Chun Fai: The Ministry does not track the number of Singapore citizens and permanent residents who pass away intestate.
We encourage members of the public to make a will. Doing so provides greater assurance that their affairs will be taken care of in accordance with their wishes after their passing. A person who is at least 21 years old and of sound mind may write his or her own will or engage a third party to assist with its preparation.
There are artificial intelligence (AI) tools today that might be used to assist in preparing a will. However, the public must exercise care in making their wills, whether using AI or not, and should seek professional legal advice.
The Government has taken steps to make information on wills and probate more accessible. For example, we recently launched a Will Learning Tool on MyLegacy@LifeSG to help members of the public better understand the considerations in making a will before seeking legal advice. The tool generates a Will Preparation Template that can be used as a reference for legacy planning, which we hope will encourage more to go on to make wills. To be clear, this should be used as an education tool and it is not a substitute for legal advice.
We will continue to improve legacy planning resources, including information on the responsible use of AI in will-making, to ensure that they remain relevant and useful, and encourage the making of wills.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Inclusion of Fatigue and Sleep Deprivation Indicators in Workplace Accidents Data Collection and Reporting","subTitle":null,"sectionType":"WA","content":"60 Mr Edward Chia Bing Hui asked the Minister for Manpower (a) whether there are plans for the Government to enhance its data collection or analysis to better assess the role of fatigue and sleep deprivation as contributing factors in workplace accidents in Singapore; and (b) whether the Ministry will consider introducing specific indicators or reporting mechanisms to capture such factors.
Dr Tan See Leng: The Ministry of Manpower (MOM) collects information pertaining to workplace accidents through the reports submitted via the iReport system. This includes the time of the accident, when the injured employee had started work and the official working hours of the injured employee, which allows MOM to assess if fatigue and sleep deprivation could be contributory factors of the accidents. Hence, there are no plans to introduce additional indicators or reporting mechanisms, which would add to the reporting burden on employers.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Incorporating Mentoring and Tacit Knowledge Roles in Job Redesign for Older Employees and Sector-Specific Promotion Plans","subTitle":null,"sectionType":"WA","content":"61 Mr Jackson Lam asked the Minister for Manpower (a) whether the Ministry's job redesign policies for older employees explicitly account for the prospects of (i) mentoring younger employees and (ii) engaging tacit knowledge acquired from their long work histories; (b) whether the Ministry has any plans to promote such prospects; and (c) if so, which specific sectors are within the scope of the Ministry's plans.
Dr Tan See Leng: The Government does not prescribe specific job redesign policy requirements for older employees. We take a broad-based approach to promote age-friendly employment practices across all sectors, including supporting employers to re-design roles and work processes to better leverage the knowledge and experiences of senior workers.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"SkillsFuture Jobseeker Support Scheme for Previously Self-Employed Individuals and Business Owners Re-entering Workforce and Number of Beneficiaries to Date","subTitle":null,"sectionType":"WA","content":"62 Ms Nadia Ahmad Samdin asked the Minister for Manpower (a) how the SkillsFuture Jobseeker Support scheme currently caters to support individuals who were previously self-employed or business owners but unfortunately needed to wind up their business and sought employment; and (b) how many of such individuals have benefited from the scheme to date.
Dr Tan See Leng: \t\tThe SkillsFuture Jobseeker Support scheme provides temporary financial support to individuals who become involuntarily unemployed. Individuals who were previously self-employed, including owners of sole proprietorships or partnerships who have ceased their businesses, are not eligible for the scheme.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Expansion of SkillsFuture's Subsidised Courses in Counselling and Psychological First Aid to Address Growing Community Mental Health Needs","subTitle":null,"sectionType":"WA","content":"63 Dr Charlene Chen asked the Minister for Manpower whether the Skills and Workforce Development Agency (SWDA) will expand SkillsFuture's subsidised course offerings in counselling and psychological first aid, to further equip mid-career switchers and community volunteers with the necessary skills to support growing mental health needs on the ground.
Dr Tan See Leng: The Skills and Workforce Development Agency (SWDA) works with sector agencies to determine the courses which are required by the respective industries. The SWDA currently funds more than 100 courses, spanning a wide range of mental health-related fields. These courses equip participants with skills in areas, such as resilience and self-care, psychological assessment and psychological intervention.
Beyond SkillsFuture programmes, the Health Promotion Board and the Agency for Integrated Care also support training in mental health-related fields. While there are currently no plans to expand the course offerings, SWDA will continue to work with sector agencies to review the range of courses periodically, taking into account the requirements to support mental health and well-being needs.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Vacancy Rates of Technical Maintenance Positions in Facilities Management Sector and Assessment of Work Permit Classification for Technicians","subTitle":null,"sectionType":"WA","content":"64 Mr Melvin Yong Yik Chye asked the Minister for Manpower (a) whether the Ministry collects data on the vacancy rate for technical maintenance positions in the facilities management sector over the last five years; (b) if so, what are the numbers; and (c) whether the Ministry has assessed the adequacy of existing work permit classifications for facilities maintenance technicians.
Dr Tan See Leng: From 2022 to 2025, vacancy rates for technical maintenance roles in the real estate services sector, which includes facilities management, have been lower than the overall job vacancy rate, except in 2025 (see Table 1).
Work passes are not categorised by occupations, but according to the skill-level or role (for example, professionals, managers, executives and technicians) of foreign workers. Facilities maintenance technicians are generally hired under Work Permits or S Passes. Our Work Pass framework allows firms to access foreign manpower to complement their local workforce. Firms that have a strong local core are given a higher quota for more Work Permit and S Pass workers.
The Ministry of Manpower's assessment is that the current categorisation of work passes is adequate for the \treal estate services sector.
65 Ms Cassandra Lee asked the Minister for Manpower (a) what proportion of retrenched workers in the first quarter of 2026 were connected to employment facilitation, career coaching or training support before their last day of work; and (b) whether the Ministry has assessed the effectiveness of earlier intervention in improving re-employment outcomes.
Dr Tan See Leng: The Taskforce for Responsible Retrenchment and Employment Facilitation (Taskforce) actively reaches out to all retrenched local employees. In 2025, 77% of Mandatory Retrenchment Notifications (MRNs) were submitted at least seven days ahead of the employee's last working day and 73% of MRNs were submitted at least two weeks ahead. Of all companies who submitted MRNs before the retrenched employee's last working day, 74% provided employment facilitation to affected employees either through the Taskforce's employment facilitation services, their own channels, such as private outplacement firms, or a combination of both.
Among workers retrenched between January and July 2025 who took up the Taskforce's assistance before their last day of employment, about two-thirds re-entered employment within six months, above the median six-month re-entry rate for retrenched residents in 2025.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Breakdown of Workplace Discrimination Trends by Race, Sector and Occupation Type in Light of RIMA Report and 2023 Fair Employment Practices Survey Findings","subTitle":null,"sectionType":"WA","content":"66 Ms Eileen Chong Pei Shan asked the Minister for Manpower in view of the findings of return deficit in a recent Centre for Research on Islamic and Malay Affairs (RIMA) report and a finding in the 2023 Fair Employment Practices survey that race was the second most common basis of workplace discrimination, what is the breakdown, over the past decade, of race-based workplace discrimination by (i) race and (ii) sector and occupation type, including PMET and non-PMET roles.
Dr Tan See Leng: Between 2016 to 2025, the Tripartite Alliance for Fair and Progressive Employment Practices (TAFEP) received 163 race-based workplace discrimination complaints. This made up about 5% of all workplace discrimination complaints that were lodged with TAFEP within the same period.
The top three sectors with race-based complaints were Administrative and Support Service Activities, Wholesale and Retail Trade, and Education.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Reviewing Home Improvement Programme Age Thresholds for Younger Flats with Recurring Spalling Concrete and Structural Defects","subTitle":null,"sectionType":"WA","content":"67 Dr Hamid Razak asked the Minister for National Development (a) whether HDB tracks complaint trends in flats under 30 years old relating to spalling concrete, structural cracks and ageing pipe sockets; and (b) whether the Ministry will consider reviewing home improvement programmes with age thresholds to accommodate younger flats with recurring defects.
Mr Chee Hong Tat: The Housing and Development Board (HDB) tracks resident feedback on maintenance-related issues, including spalling concrete and structural cracks within HDB flats. Such issues are much less common in younger flats, compared to older flats above 30 years old. Issues relating to ageing pipe sockets as well as spalling concrete and structural cracks affecting building facades come under the purview of Town Councils.
The Home Improvement Programme (HIP) focuses on addressing safety and common maintenance issues related to older flats and is implemented when blocks reach around 30 years of age.
HDB would retain the existing age eligibility criteria for HIP. For residents who require assistance but are not eligible for HIP, HDB provides support through the Goodwill Repair Assistance scheme.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Measures to Safeguard and Ensure Long-term Stewardship of Ecological Restoration Assets Created under OneMillionTrees Movement","subTitle":null,"sectionType":"WA","content":"68 Ms Nadia Ahmad Samdin asked the Minister for National Development (a) what measures are in place to safeguard ecological restoration assets created under the OneMillionTrees movement; and (b) how does the Ministry account for the long-term stewardship of such assets, particularly where they have been established with community participation.
Mr Chee Hong Tat: The National Parks Board (NParks) stewards the trees and planting sites established under the OneMillionTrees (OMT) movement and the Forest Restoration Action Plan (FRAP). NParks maintains records of the planting sites under both programmes, with post-planting maintenance regimes in place to support tree establishment and survival.
Trees planted on NParks-managed green spaces, including planting sites under OMT and FRAP, are protected under the Parks and Trees Act (PTA). Under the Act, any works affecting trees and vegetation in national parks, nature reserves, public parks as well as mature trees in tree conservation areas and on vacant lands must first be approved by NParks. Contractors must obtain NParks' approval before proceeding with site works and must comply with NParks' stipulated conditions, such as to minimise ecological impact.
NParks conducts inspections on work sites in NParks-managed green spaces to ensure contractors comply with NParks' protocols and that the works remain within designated areas. Unauthorised clearance of land in NParks-managed green spaces without the approval of the Commissioner of Parks and Recreation constitutes an offence under the PTA. For example, convicted parties may be fined up to $50,000, face imprisonment of up to six months or both for unauthorised clearance of greenery within nature reserves.
NParks regularly reviews its processes to ensure they are relevant and robust in safeguarding our green spaces.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Targeted Assistance Measures for Older Private Estates to Navigate Independent Lift Upgrading Projects","subTitle":null,"sectionType":"WA","content":"69 Dr Charlene Chen asked the Minister for National Development whether targeted assistance measures can be provided by BCA to help older private estates navigate the potential complexities of independent lift upgrading projects, such as up-to-date information on qualified licensed consultants and specialised technical requirements.
Mr Chee Hong Tat: The Building and Construction Authority (BCA) provides resources on its website to guide building owners and Management Corporations Strata Title (MCSTs) on lift modernisation. These include recommendations on lift components to consider for modernisation, suggested timelines to develop modernisation plans as well as preparatory steps, such as financial planning. BCA's website also provides up-to-date information on qualified professionals, such as Specialist Professional Engineers and registered lift contractors, whom building owners and MCSTs may engage.
In addition, BCA provides training for managing agents to equip them with the necessary knowledge to support MCSTs in managing and modernising their lifts. MCSTs can approach BCA to find out more about the resources provided.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Tenant Diversity and Rent Affordability Conditions in Government Land Sales Programme for Private Malls in New HDB Estates","subTitle":null,"sectionType":"WA","content":"70 Mr Alex Yeo asked the Minister for National Development (a) whether the Ministry considers the long-term tenant diversity and rent affordability of private malls in new HDB estates, such as Woodleigh Mall, when awarding sites under the Government Land Sales programme; and (b) if not, whether the Ministry will consider incorporating such conditions into future land sales, particularly where malls are planned as the primary retail anchor for new estates.
Mr Chee Hong Tat: Private retail developments sold through the Government Land Sales Programme are intended to complement the commercial offerings in public developments undertaken by agencies, such as the Housing and Development Board. The Government may impose requirements for these private retail developments to provide essential uses, such as supermarkets.
Beyond such requirements, the selection of tenants and leasing terms are commercial decisions between private mall operators and their tenants, taking into consideration consumer demand preferences as well as competition with other malls and retail offerings.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Feedback Received on Rooster and Junglefowl Nuisance and Implementation of Humane Population Control Measures","subTitle":null,"sectionType":"WA","content":"71 Ms Valerie Lee asked the Minister for National Development (a) whether feedback collected by the Ministry on rooster, junglefowl and chicken nuisance (i) has increased in the past five years, and (ii) includes data on reports received by Town Councils; and (b) how is NParks supporting local management agencies, including Town Councils, in implementing and building control measures that are humane; and (c) how effective has this support been.
Mr Chee Hong Tat: Between 2021 and 2025, the number of feedback received by the Municipal Services Office and Town Councils on roosters, junglefowls and chickens has increased.
The National Parks Board (NParks) supports Town Councils and grassroots organisations in implementing population control measures, modifying habitats to reduce roosting near residential areas and educating residents not to release or feed these birds. NParks will continue to work with Town Councils to implement safe, humane and effective measures to manage the free-roaming chickens.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Strengthening Support for Korban Operators to Prevent Disruptions to Korban Rituals","subTitle":null,"sectionType":"WA","content":"72 Mr Fadli Fawzi asked the Acting Minister-in-charge of Muslim Affairs (a) how will MUIS strengthen efforts to support korban operators in obtaining the necessary export permits in future years to prevent disruptions to the korban ritual; and (b) what lessons were learnt from the disruptions to this year's korban ritual.
Assoc Prof Dr Muhammad Faishal Ibrahim: The Majlis Ugama Islam Singapura (MUIS) has reviewed the recent incident of disruption to korban caused by The Meat Brothers' inability to fulfil its commitments with industry partners and the Singapore Food Agency. It will implement three measures to strengthen the current operating model and better support local korban operators.
First, MUIS will strengthen the oversight of local korban operators' operational readiness, particularly for new operators. MUIS will also work more closely with korban operators to ensure necessary regulatory approvals are attained in a timely manner and to monitor crucial milestones for korban operations.
Second, MUIS will introduce stronger contractual and operational requirements for korban operators, such as clearer service standards, contingency plans and obligations, to rectify any shortfalls should they become unable to fulfil the korban operations. This will strengthen overall accountability and operational resilience as well as ensure that korban participants are better informed and protected.
Third, MUIS will start preparations for local korban earlier. Currently, mosques and vendors providing korban services are engaged two to three months before Hari Raya Haji. MUIS will increase the lead time to six to eight months to provide additional runway for regulatory approvals and operational planning.
MUIS will continue to monitor the effectiveness of the above measures and make further adjustments as necessary. The Government is fully committed to working closely with all stakeholders to ensure that local korban arrangements continue to meet the needs of the Muslim community.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Reliance on Malay/Muslim Community Institutions for Social Mobility of Younger Malays from Lower Socio-economic Backgrounds","subTitle":null,"sectionType":"WA","content":"73 Mr Fadli Fawzi asked the Acting Minister-in-charge of Muslim Affairs (a) to what extent does the Government rely primarily on Malay/Muslim community institutions to develop social capital and social networks to facilitate greater social mobility for younger Malays from lower socio-economic backgrounds; and (b) whether the Government will commission a study about the effectiveness of relying primarily on Malay/Muslim community institutions for this purpose.
Assoc Prof Dr Muhammad Faishal Ibrahim: The Government does not rely only on Malay/Muslim community institutions to facilitate greater social mobility for younger Malays from lower socio-economic backgrounds. National programmes form the foundation of our support, with community and corporate partners playing an important complementary role.
The Government has put in place initiatives to support children and youth from lower-income families. For example, under ComLink+, the Government recruits volunteer befrienders from different walks of life who may mentor the youth. ComLink+ family coaches also link children to programmes run by community partners where they interact with staff and volunteers from diverse backgrounds. These interactions help ComLink+ families build social capital.
The Ministry of Education provides financial assistance for students who need help to cope with education-related costs. The Government has also enhanced the Tertiary Tuition Fee Subsidy scheme by revising the income eligibility criteria to help more Malay students, particularly those from lower-income households, pursue tertiary education.
To prepare our youths for the transition to work, the National Youth Council is also working with the respective self-help groups to help youths develop skills and networks, including through job tasters, mentoring and youth leadership programmes. The National Trades Union Congress' Employment and Employability Institute also collaborates with M3+ partners, such as community leaders and unions, to route Malay/Muslim jobseekers to its career coaching and job matching services.
The Government will continue to work with our partners to strengthen the social capital of our youths, including our Malay/Muslim youths, to enable them to tap these social networks to maximise their chances of success.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Formal Classification of Care Transport Within Transport and Healthcare Infrastructure Frameworks and Impact on Long-term Funding and Policy Planning","subTitle":null,"sectionType":"WA","content":"74 Mr Jackson Lam asked the Acting Minister for Transport (a) whether care transport is formally classified within Singapore's transport or healthcare infrastructure frameworks; (b) how this affects long-term funding and planning; and (c) whether a dedicated policy category is being considered to reflect its hybrid role.
Mr Jeffrey Siow: The Ministry of Transport and the Ministry of Health (MOH) work closely together on transport options for healthcare needs. Our public transport network is barrier-free and wheelchair accessible. Taxis must accommodate foldable wheelchairs. Certain hospitals and other healthcare institutions also provide shuttle services to support last-mile travel from transport nodes.
In addition, MOH funds Senior Care Centre, Community Dialysis, Day Hospice and Medical Escort and Transport service providers to provide subsidised transport services, so commuters with more specialised needs can have affordable access to care.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Measuring Economic Value of Senior Bus Captains Mentoring and Accompanying New Bus Captains on Live Routes","subTitle":null,"sectionType":"WA","content":"75 Mr Jackson Lam asked the Acting Minister for Transport (a) whether the Government measures the economic value of senior bus captains tasked with (i) mentoring new bus captains, and (ii) accompanying new bus captains on live routes; and (b) if so, how so.
Mr Jeffrey Siow: The Government does not specifically track the economic value of senior bus captains mentoring new bus captains and providing on-the-job training.
However, bus operators do acknowledge the valuable role that senior bus captains play in guiding and mentoring newer colleagues, and reflect this through higher salaries or allowances.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Breakdown of Bus Captain Profiles Across Public Transport Sector by Demographic and Educational Qualifications","subTitle":null,"sectionType":"WA","content":"76 Mr Patrick Tay Teck Guan asked the Acting Minister for Transport what is the current profile of bus captains across the public transport sector by (i) age, (ii) nationality, and (iii) highest educational qualification attained.
Mr Jeffrey Siow: Of the 9,900 bus captains today, 30% are aged 40 and below; 57% are between 41 and 60; and 13% are aged above 60. Forty percent are Singaporean or Permanent Residents; with the rest being Work Permit holders. Eighty-five percent hold secondary or lower qualifications.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Enhancing Remuneration, Career Progression and Workplace Arrangements for Aviation Workers to Sustain Strong Local Workforce Presence in Airport Services","subTitle":null,"sectionType":"WA","content":"77 Mr Alex Yeo asked the Acting Minister for Transport in light of CAAS's plans to enhance workplace environments and experiences for aviation workers, whether the Ministry will work with aviation companies and unions to introduce more competitive remuneration, career progression and appropriate workplace arrangements to make aviation roles more attractive to young Singaporeans, so as to sustain a strong Singaporean workforce presence in the provision of airport services.
Mr Jeffrey Siow: The Ministry of Transport and the Civil Aviation Authority of Singapore (CAAS) work closely with tripartite partners to attract, develop and retain a strong Singaporean workforce in the aviation sector, which directly employs more than 60,000 workers. As air travel grows and Changi Airport expands with Terminal 5, we are working on three fronts to keep aviation a meaningful career choice for Singaporeans.
First, we are transforming jobs into higher-value roles so that as the sector adopts technology and artificial intelligence, Singaporeans can capture these opportunities and command competitive wages. The Aviation Jobs Transformation Report published in July 2025 guides this effort and CAAS has committed $200 million to the OneAviation Manpower Fund over five years for initiatives to support the aviation workforce. This is complemented by Workforce Singapore's initiatives, such as its Career Conversion Programmes.
Second, we are supporting Singaporeans as they develop their careers. In May 2026, CAAS and the National Trades Union Congress (NTUC) launched the inaugural sector-wide OneAviation Early Careers Mentorship Programme to promote structured mentorship at scale for young workers joining the sector. At the same time, with support from CAAS, the NTUC Aerospace and Aviation Cluster of Unions announced a new Youth Chapter to strengthen engagement with and support for young workers in the sector. The mentorship programme aims to provide structured mentorship to around 2,200 early-career workers over five years.
Third, we are enhancing the workplace experience to make aviation a more attractive career choice. CAAS has launched a review of the end-to-end worker journey at Changi Airport and Changi Airfreight Centre, with a focus on common worker facilities and amenities.
Together with our tripartite partners, we will sustain attractive and sustainable careers and a strong Singaporean core in the aviation industry.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Rationale for Route Change of Bus Service 965 to Ply Compassvale Drive, Sengkang East Road and Sengkang East Way, and Maintaining Connectivity for Sengkang-Compassvale Walk Residents","subTitle":null,"sectionType":"WA","content":"78 Mr Abdul Muhaimin Abdul Malik asked the Acting Minister for Transport in respect of the route amendment of Bus Service 965 from 24 May 2026 (a) what is the rationale for retaining the detour via Compassvale Drive, Sengkang East Road and Sengkang East Way instead of routing directly along Compassvale Road; and (b) how will connectivity for Sengkang–Compassvale Walk residents be maintained.
Mr Jeffrey Siow: The amended route for Service 965 was designed to bring residents closer to amenities near Sengkang town centre, including schools, Sengkang General Hospital and the Sengkang Community Hub, compared to the alternative of routing through Compassvale Road.
Compassvale Walk residents can use Service 27, which serves Compassvale Road, to travel to Buangkok or to make a same-stop transfer to Service 965 to travel to Woodlands. Alternatively, residents can also walk to the bus stop along Sengkang East Way to reach Service 965, which is less than five minutes away from the bus stop near Block 240 Compassvale Walk which the service used to call at.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Proportion of Applications for IPC Status Received, Approval Rates and Top Reasons for Rejection in Past Five Years","subTitle":null,"sectionType":"WA","content":"79 Ms Elysa Chen asked the Acting Minister for Culture, Community and Youth (a) over the past five years, how many applications for Institutions of a Public Character status have been received annually; (b) what has been the approval and rejection rate for each year; and (c) what are the top reasons for rejection, broken down by percentage.
Mr David Neo: From 2021 to 2025, the Office of the Commissioner of Charities received about 310 applications per year from charities wanting to obtain or extend their Institution of a Public Character (IPC) status. Within this five year period, less than 2% of the total number of applications received were rejected.
The key reasons for rejection include, amongst others, observations of regulatory non-compliance, gaps in the governance, internal controls and administrative practices, concerns regarding the charity's financial sustainability and failure to satisfy the conditions or considerations required for IPC approval. As applicants may be rejected for more than one reason, a percentage breakdown by reason is not available. Unsuccessful applicants may re-apply for IPC status after addressing the gaps identified.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null},{"startPgNo":0,"endPgNo":0,"title":"Scaling and Expanding PR Journey Programme to Incorporate Regular and Sustained Engagement Opportunities","subTitle":null,"sectionType":"WA","content":"80 Mr David Hoe asked the Acting Minister for Culture, Community and Youth whether, as the PR Journey programme for new Permanent Residents is scaled up, the Ministry will consider going beyond one-off modules, museum visits and community events, to incorporate more regular and sustained engagement opportunities, including structured interactions with local-born Singaporeans such as facilitated conversations, grassroots involvement, volunteering and recurring touchpoints, so that integration becomes a more two-way process.
Mr David Neo: We agree with the member that integration is an ongoing and two-way process involving interactions between locals and foreigners. As such, in designing the Permanent Resident (PR) Journey programme, it already goes beyond one-off e-learning modules for new PRs to learn about Singapore's culture life, way of life and social norms.
As part of the PR Journey, we encourage PRs to understand, engage with and contribute to our community. The initial phase of the pilot that was rolled out in November 2025 included experiential experiences for new PRs to visit selected museums or cultural institutions, or participate in a local community event. Since May 2026, we have also introduced volunteering opportunities for new PRs who are interested in contributing to the local community.
Based on responses from the PRs who have participated in the pilot thus far, almost all gained a better understanding about living and contributing to Singapore after completing the programme. The Ministry will continue to assess participant feedback and outcomes from the pilot to ensure that the programme remains effective in achieving our integration outcomes and continues to be meaningful for the participants.
The Ministry of Culture, Community and Youth will also be happy to support ideas from Singapore-registered organisations to enhance local-foreigner integration, through the Community Integration Fund.
","clarificationText":null,"clarificationTitle":null,"clarificationSubTitle":null,"reportType":null,"questionCount":null,"footNotes":null,"footNoteQuestions":null,"questionNo":null}],"writtenAnswersVOList":[],"writtenAnsNAVOList":[],"annexureList":[],"vernacularList":[{"vernacularID":7151,"sittingDate":null,"vernacularTitle":"Vernacular Speech by Mr Cai Yinzhou","filePath":"d:/apps/reports/solr_files/20260707/vernacular-Cai Yinzhou PQ 7July2026 -Chinese.pdf","fileName":"Cai Yinzhou PQ 7July2026 -Chinese.pdf"},{"vernacularID":7152,"sittingDate":null,"vernacularTitle":"Vernacular Speech by Mr David Neo","filePath":"d:/apps/reports/solr_files/20260707/vernacular-David Neo PQ 7July2026 -Chinese.pdf","fileName":"David Neo PQ 7July2026 -Chinese.pdf"},{"vernacularID":7153,"sittingDate":null,"vernacularTitle":"Vernacular Speech by Mr Kenneth Tiong Boon Kiat","filePath":"d:/apps/reports/solr_files/20260707/vernacular-Kenneth Tiong PQ 7July2026 -Chinese.pdf","fileName":"Kenneth Tiong PQ 7July2026 -Chinese.pdf"},{"vernacularID":7154,"sittingDate":null,"vernacularTitle":"Vernacular Speech by Mr Tan Kiat How","filePath":"d:/apps/reports/solr_files/20260707/vernacular-Tan Kiat How PQ reply to KTiong 7July2026-Chinese.pdf","fileName":"Tan Kiat How PQ reply to KTiong 7July2026-Chinese.pdf"},{"vernacularID":7155,"sittingDate":null,"vernacularTitle":"Vernacular Speech by Mr Liang Eng Hwa","filePath":"d:/apps/reports/solr_files/20260707/vernacular-Liang Eng Hwa PQ 7July2026 -Chinese.pdf","fileName":"Liang Eng Hwa PQ 7July2026 -Chinese.pdf"},{"vernacularID":7156,"sittingDate":null,"vernacularTitle":"Vernacular Speech by Mr Tan Kiat How","filePath":"d:/apps/reports/solr_files/20260707/vernacular-Tan Kiat How PQ reply to Liang EH 7July2026-Chinese-MDDI.pdf","fileName":"Tan Kiat How PQ reply to Liang EH 7July2026-Chinese-MDDI.pdf"},{"vernacularID":7157,"sittingDate":null,"vernacularTitle":"Vernacular Speech by Dr Neo Kok Beng","filePath":"d:/apps/reports/solr_files/20260707/vernacular-Neo Kok Beng PQ 7July2026 -Chinese.pdf","fileName":"Neo Kok Beng PQ 7July2026 -Chinese.pdf"},{"vernacularID":7158,"sittingDate":null,"vernacularTitle":"Vernacular Speech by Mr Tan Kiat How","filePath":"d:/apps/reports/solr_files/20260707/vernacular-Tan Kiat How PQ reply to Liang Neo KB 7July2026-Chinese-MDDI.pdf","fileName":"Tan Kiat How PQ reply to Liang Neo KB 7July2026-Chinese-MDDI.pdf"},{"vernacularID":7159,"sittingDate":null,"vernacularTitle":"Vernacular Speech by Ms Tin Pei Ling","filePath":"d:/apps/reports/solr_files/20260707/vernacular-Tin Peiling Motion 7July2026-Chinese.pdf","fileName":"Tin Peiling Motion 7July2026-Chinese.pdf"},{"vernacularID":7160,"sittingDate":null,"vernacularTitle":"Vernacular Speech by Mr Ang Wei Neng","filePath":"d:/apps/reports/solr_files/20260707/vernacular-Ang Wei Neng Motion 7July2026-Chinese.pdf","fileName":"Ang Wei Neng Motion 7July2026-Chinese.pdf"},{"vernacularID":7161,"sittingDate":null,"vernacularTitle":"Vernacular Speech by Mr Sharael Taha","filePath":"d:/apps/reports/solr_files/20260707/vernacular-7 Jul 2026 - 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